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YOUNG 



ENGINEER'S 



GUIDE. 



y 

J. V. ROHAN, 

RACINE, - - WISCONSIN. 



Cloth Bound, 
Leather Bound, 




Copyright, 1894. 

BY 

Up V. ROHAN. 

All rights reserved. 






INDEX. 

Page. 

Ascending Hills -....150 

Automatic Oiler ; < . 7.9 

Banking Fires 162 

Babbitting Boxes . .• 188 

Belting 165 

Blower 55 

Blow-off Valve 105 

Calking Flues 52 

Check Valve 107 

Cleaning Flues 53 

Compression Grease Cup 108 

Compound Engines 189 

Connecting Kod 67 

Crank 68 

Crank-pin 69 

Cross-head 66 

Cross-head Pump 91 

Crossing Bridges and Culverts 156 

Cylinder Cocks 106 

Descending Hills 154 

Differential Gear 115 

Duties of Engineers 13 

Eccentric 73 

Eccentric Strap 73 

Eccentric Rod 74 

Ejector 97 

Engine Frame 67 

Engine Stalled 155 

Exhaust Nozzle 55 

Firing With Coal 160 



YOUNG ENGINEER'S GUIDE. 

Firing with Wood.... ...159 

Firing with Straw 159 

Foaming 156 

Friction Clutch . . . .116 

Fusible Plug 56 

Gauge Cocks . .... 106 

Gearing 113 

General Information 170 

Governor 76 

Heater 96 

Heating of Journals 141 

Hints to Purchasers 9 

Horizontal Tubular Boiler 15 

Injector 83 

Jet Pump 97 

Knocks and Pounds '. 137 

Laying Up a Traction Engine 163 

Link Reverse 69 

Link 72 

Locomotive Boiler , 16 

Low Water Alarm 57 

Packing Piston and Valve Rods , 143 

Piston and Rod 62 

Priming 157 

Questions with Answers concerning Boilers 30 

Questions with Answers concerning Engines and Boilers 119 

Questions with Answers for Engineers applying for License 195 

Return Flue Boiler 18 

Reversing an Engine 130 

Reverse Lever , 72 

Rules and Tables 226 

Safety Valve 101 

Setting Plain Slide Valve 144 

Setting Slide Valve of Reversing Engine 147 

Setting Valve Duplex Pump 150 

Steam Cylinder 61 

Steam Chest 63 



YOUNG ENGINEER'S GUIDE. 

Steam Engine 60 

Steam Gauge 98 

Steam Pump 89 

Testing Piston Rings and Valves 136 

Throttle 88 

Traction Engines 112 

Valve 64 

Vertical Boiler 22 

Water Tube Boiler 24 

Water Gauge 104 

Work-shop Recipes 186 

"Woolf Valve Gear : '. ,.. 74 



INDEX OF ILLUSTRATIONS. 



ENGINES. 

E. P. Allis & Co., Milwaukee, Wis 21 

J. I. Case Threshing Machine Co., Racine, Wis .... 26, 29, 224 

Gaar, Scott & Co., Richmond, Ind 36 

Nichols & Shepard, Battle Creek, Mich 49 

J. T. Case Engine Co., New Britain, Conn 58 

M. Rumely Co., LaPorte, Ind 71 

Minneapolis Thresh. Machine Co., Minneapolis, Minn., Ill 

Advance Thresher Co., Battle Creek, Mich 129 

Watertown Engine Co., Watertown, N. Y.. 135 

Frick Co., Waynesboro, Pa 153 

Armington & Sims Engine Co., Providence, R.I 1 68 

The Geiser Manufacturing Co., Waynesboro, Pa 1 78 

The Ball Engine Co., Erie, Pa 193 

A. W. Stevens & Son, Auburn, N. Y 203 



YOUNG ENGINEER'S GUIDE. 

BOILERS. 
S. Freeman & Sons Manuf'g Co., Racine, Wis., 15, 16, 17, 22 

J. I. Case Threshing Machine Co., Racine, Wis 19 

The Stirling Co., Chicago, 111 25 

FITTINGS. 

Thomas Prosser & Son, P. O. Box 2873, New York City.. 52 

Frontier Manufacturing Co., Buffalo, N. Y 54 

The Lunkenheimer Co., Cincinnati, O.. .56, 89, 104, 106, 107 

J. I. Case Threshing Machine Co., Racine, Wis 75, 90, 116 

The Gardner Governor Co., Quincy, 111 76 

The Detroit Lubricator Co , Detroit, Mich 81,82, 83 

American Injector Co., Detroit, Mich 84,87, 97, 98 

Battle Creek Steam Pump Co., Battle Creek, Mich .... 93, 94 

The Ashcrof t Manuf 'ct'g Co., P O Box 2803, N. Y. City, 99, 1 00 

E. B. Kunkle & Co., Fort Wayne, Ind 101, 102 

ChasH. Besley&Co, Chicago, 111 109 



PREFACE. 

Some two years ago the author commenced 
collecting memoranda of mechanical and practi- 
cal information pertaining to the care and 
operation of steam, engines and boilers, with a 
view of forming a systematic digest. 

Being an employee of the J. I. Case Thresh- 
ing Machine Co. for a number of years my at- 
tention was called to the constant inquiry for a 
book of this description from young men me- 
chanically inclined and those running farm 
engines and small steam plants. 

By repeated assurance that there was great 
need for such a work, and by ready and valu- 
able assistance from personal friends and experts 
in mechanical engineering, I have considered it 
advisable to publish a practical guide for young 
engineers. 

The aim has been to place the information 
contained in the book in the most simple and 
compact form, and while it is not intended for 
the education of the more advanced engineers, 



the instructions given will be found practical in 
the operation of steam plants of any size. It is 
more especially intended for the instruction and 
guidance of young men learning to run engines, 
and those operating farm engines and small 
plants, whose experience has been limited. " 

After carefully considering the mode of pre- 
sentation, it was thought best to adopt the 
form of a catechism, with the questions and 
answers so set forth as to resemble an ordinary 
conversation; also to illustrate and give a minute 
description of the construction and function of 
the different parts used in the building of engines 
and boilers. 

While the greater part of the information is 

new, parts have been compiled from Power, 

Roper and other mechanical papers and books, 

simplified to meet the required aim, for which 

flue acknowledgement is here given. 

J. V. Rohan. 
Racine, Wis., 1895. 



LJoung Engineer's Guide. 



HINTS TO PURCHASERS. 

In selecting an engine of whatever style, or 
for whatever purpose it is very important to 
get not only a good one, but one that is of the 
proper size. Do not entertain the mistaken idea 
that it is best to have a larger engine than is 
required (so that it will do its work easily), as 
an engine which is too large for the work re- 
quired is very wasteful both of fuel and water. An 
engine always gives the best results when it has 
a fair load. 

In the selection of a farm or traction engine 
you should look carefully to the arrangement of 
the driving gear, the manner in which the engine 
and the traction wheels are attached to the 
boiler, the convenient arrangement of the throt- 
tle lever, reverse lever, steering wheel, friction 
clutch lever, independent pump (if used) and 
injector for easy operation from the footboard, 
as the easy control of all these parts by theengi- 



10 YOUNG ENGINEER'S GUIDE. 

neer saves much time and annoyance and in 
many instances may prevent accident which 
might prove disastrous to both life and property. 
Always purchase a b oiler with sufficient cap- 
acity to allow a small margin beyond its ordi- 
nary requirements. Be sure and have the boiler 
or boilers properly set so that the best results 
may be derived from the fuel burned. Many 
good boilers are condemned because they do not 
steam well on account of bad setting, 

If a locomotive style ofboiler, see that it has 
a large fire box (well stayed) and a sufficient 
number of flues to allow of easy firing and good 
combustion of the fuel without being obliged 
to use a forced draft. 

If a return flue boiler see that the main flue 
is of sufficient size and of the required 5 /i& inch 
thickness of material ; also that it has a mud 
drum and from four to six hand holes (the more 
the better) both top and bottom for the purpose 
of keeping the boiler free from scale and becom- 
ing mud burnt and unsafe. 

Remember there is no advantage in carrying 
low steam pressure in boilers as it is more 
economical to carry high pressure rather than 



YOUNG ENGINEER'S GUIDE. 11 

low. The average boiler pressure should be 
about 80 lbs. per square inch, which is not too 
high for safety, nor too low for economy of fuel. 

The purchaser must use his own discretion 
as to the style of engine he prefers, a horizontal 
or vertical, side or center crank, as all styles are « 
extensively used with equally good results. It 
is purely a matter of preference depending, 
of course, largely upon space or room available 
for stationary engine. 

Do not make the mistake of deeming that 
any kind of a foundation will answer for a 
stationary engine. It should be built by a skill- 
ful mason in every case and hard brick or stone 
and cement used in its construction. The best 
is always the cheapest in the end. 

An engine or boiler should never be put in a 
dark corner or damp cellar, rather place them 
when possible in dry well lighted rooms and so 
arranged that every part can be reached when 
necessary without trouble or delay. Walls and 
floors should be kept clean and a good supply 
of oil cans, wrenches, waste and whatever tools 
are needed should be kept in their proper places. 

The purchaser of a traction engine should 
see that it has a Friction Clutch as an engine 



12 YOUNG ENGINEEK'S GUIDE. 

with a clutch is much more practical, convenient 
and safe to handle upon the road than one with- 
out a clutch. The matter of brackets, braces, 
gearing, traction wheels, axle, the manner in 
which the engine is mounted upon the boiler 
should be well considered as there are many 
kinds and styles, all of which have their merit 
"more or less." Your own judgment should be 
used as to the style wanted after thoroughly 
studying the various kinds. 

Do not make the too common mistake of 
thinking a cheap engineer is the man you want. 
The engine and boiler are important factors in 
the success of your business and no matter how 
simple and strong they may be it will pay you 
to put them in charge of a competent engineer 
who is capable of taking the proper care of them. 
For a small plant, or traction engine, it is not 
necessary to have the highest grade of ability, 
as there are several grades among engineers; 
but it is better to pay a suitable man for com- 
petent and faithful work than to pay for what 
may happen through the neglect or incompet- 
ency of one whose only recommendation is that 
he is cheap. 

Do not be deceived byimposters claiming to 
be first-class engineers, who, the first thing they 
do, to substantiate their claims, alter the engine 



YOUNG ENGINEER'S GUIDE. 13 

in some way that only deranges it. Be watch- 
ful of this and see that such men do not tamper 
with the valves and adjustments of the engine, 
which are always set properly before it leaves 
the factory. 

DUTIES OF ENGINEERS. 

The duties of an engineer are of much more 
importance and require a better knowledge of 
the operating of machinery than is generally 
understood. The responsibilities that restupon 
him are very great; this applies to all engineers, 
but more especially to inexperienced men who 
take charge of small plants or farm engines, 
whose knowledge ofmachinery and the dangers 
connected with the improper handling of it, is 
limited. The proper management ofb oilers and 
engines is of as vital importance to prevent acci- 
dent as their proper construction; as they are 
liable to get out of order and become unsafe un- 
less the engineer is sufficiently informed to know 
what precautions should be taken under any 
and all circumstances that might prove disas- 
trous. 

Not only should an engineer be ever on the 
alert to guard against accident, but he should 
also be capable of keeping the engine, boiler and 
appliances in good condition, as the life of the 



14 YOUNG ENGINEER'S GUIDE. 

machinery depends largely upon his competency 
and the faithful performance of his duties. 
An Engineer: 

Should be sober. 

Should be industrious. 

Should be careful. 

Should be faithful to his charge. 

Should keep his engine and its surroundings 
neat and clean. 

Should keep his engine running smoothly 
without knocks or pounds. 

Should learn to let ''well enough" alone. 

Should never attempt experiments unless he 
knows what he is about. 

Should have a place for everything and keep 
everything in its place. 

Should show by the quietness in running 
and appearance of the engine in his charge that 
it is properly cared for. 

Should constantly endeavor to expand his 
mind as to the management, construction and 
care of boilers, engines and their appliances. 

Should carry this book in his pocket for re- 
ference as it contains much valuable informa- 
tion and in a time of need may save much time 
and expense, or even prevent a catastrophe. 



YOUNG ENGINEER'S GUIDE. 15 

Boilers. 

HORIZONTAL TUBULAR BOILER. 

Q. How is a horizontal tubular boiler con- 
structed ? 

A. It has a cylindrical shell, with heads 
riveted at each end, in which are placed a large 
number of tubes, 4 inches or less in diameter. 




Freeman's Horizontal Tubular Boiler. 

It is set in brick- work, with the furnace at one 
end, beneath the shell. The products of combus- 
tion pass under the boiler its full length and re- 
turn through the tubes or flues to an up-take at 
the front end. It is furnished with a man-hole 
beneath the flues, and hand-holes for cleaning, 
and generally has a steam dome. 



16 



YOUNG ENGINEER'S GUIDE. 



Q. What are the advantages of a horizontal 
boiler ? 

A. It is simple in form, easy to construct, 
requires bracing only on the flat heads, which 
are sustained their greater part by the tubes, 
generates a large amount of steam for the 
space occupied, and is not difficult to keep clean 
with fairly pure feed water. 

LOCOMOTIVE BOILER. 




Freeman Locomotive Boiler. 

Q. How is a locomotive or fire-box boiler 
constructed? 

A. The ends of a cylindrical shell* are con- 
tinued straight down upon the sides, and en- 
closed to form a rectangular structure in its 
lower portion and conformed to the curvature 



YOUNG ENGINEER'S GUIDE. 



17 



of the cylindrical shell at the top. In the rec- 
tangular portion is secured a fire-box, separ- 
ated from the sides and ends by water spaces 
called "water legs," and having its top which is 
called the "crown sheet" about the center of the 
cylindrical shell. An opening is formed in both 
sheets in rear end of the fire-box door frame. 
The cylindrical shell has heads riveted at both 




Sectional View Freeman Locomotive Boiler. 

ends. These heads have numerous flues open 
at both ends put in. All the flat surfaces are 
stayed to each other at suitable intervals, and 
the crown sheet is stayed from the shell. The 
fael is thrown in through the door at the rear, 
and the products of combustion are conveyed 
to further extremity through the tubes or flues 
It is furnished with hand-holes for cleaning and 



18 YOUNG ENGINEER'S GUIDE. 

a steam dome. There are two different styles of 
fire-boxes on Locomotive Boilers, the round 
bottom fire-box in which the water circulates 
under the grates, and the square open bottom 
fire-box. Both kinds are used extensively. 

0. What advantages have the locomotive 
or fire-box boiler ? 

A. It is entirely self-contained, generates 
steam very rapidly, is economical in space, and 
needs no elaborate foundation. 

Q. What disadvantages has the locomotive 
or fire-box boiler ? 

A. Expensive first cost, and difficulty in 

cleaning, especially where impure feed water is 

used. 

RETURN FLUE BOILER. 

Q. Describe the construction of a Return 
Flue Boiler? 

A. It has a cylindrical shell, with heads 
riveted at each end, in which are placed a large 
main flue, and a number of small flues or tubes, 
open at both ends . The top row of flues is placed 
below the water line. One end of the main flue 
is used for the fire box, into which the fuel is 
thrown through door at back end and the pro- 
ducts of combustion pass forward through this 



YOUNG ENGINEERS GUIDE. 



19 



main flue to an ample smoke box in front end, 
and return through the smaller flues or tubes to 
smoke box at rear end, which is connected to 
the smoke stack. They are generally supplied 
with steam dome and mud drum, and are used 
extensively in the construction of traction 




Sectional View J. I. Case Return Flue Boiler. 

engines where straw is used for fuel. They are 
also furnished with several hand-holes placed in 
proper places for cleaning the boiler. 

Q. What are the advantages of this style of 
boiler ? 

A. Large heating surface, easily repaired 
and cleaned, simplicity of construction and com- 
pactness. 



-20 YOUNG ENGINEER'S GUIDE. 

KEYNOLDS CORLISS CONDENSING AND NON- 
CONDENSING ENGINE. 

This engine has a massive, peculiarly con- 
structed frame, being cast in two parts. The 
forward part contains the main pillow block 
bearing, and the part in which the cross-head 
runs is cylindrical in shape, and has bored Guides, 
and large lateral openings. 

The crank is a large disc plate, and the large 
heavy fly wheel serves the double purpose of a 
drive pulley and balance wheel. 

The cylinder is supplied with four valves, two 
at the top and two at the bottom, and directly 
upon the bore of the cylinder. The two at the 
top are the steam valves, the two at the bottom 
are exhaust valves, and receive their motion 
from a single eccentric acting through the 
medium of a wrist plate or vibrating disc, 
from which the valve connections radiate. 
The valve being independently adjusted, the 
commencement, extent and rapidity of the 
movement of each can be most accurately ar- 
ranged. The steam valves are controlled by the 
Governor, which, being very sensitive to the 
variation of load, allows just the required 
amount of steam to enter the cylinder to keep 
up the uniform speed. The exhaust valves being 
at the lower ends of the cylinder, at the clear- 
ance space, the water of condensation is allowed 
to escape in the most thorough manner, with- 
out the use of cylinder cocks or other devices. 

This style of engine is intended for all 
purposes, but is especialty adapted to heavy 
and continuous work and where the conditions 
call for an engine capable of working under a 
high steam pressure, also when the work is of an 
intermittent character. 



YOUNG ENGINEER'S GUIDE. 



2i 




22 



YOUNG ENGINEER'S GUIDE. 

VERTICAL BOILER. 




Sectiooal View Freeman Vertical Boiler. 

Q. How is a Vertical Tubular Boiler gener- 
ally constructed? 

A. A cylindrical fire box set into the lower 
part of a vertical cylindrical shell, the space be- 
tween forming an annular " water leg." An 
opening is formed in both sheets for the fire 
door. The top of the fire box serves as a flue 
sheet for numerous tubes or flues which extend 



YOUNG ENGINEERS GUIDE. 23 

through the closed top of the outside shell, and 
through which the products of combustion pass 
to the smoke stack. The upper portions of the 
tubes are surrounded by steam. 

Where this style of boiler is made for marine 
purposes, the upper part of the£ tubes is sub- 
merged, and is called a submergeS-flue boiler. 

Q. What advantages has the vertical type 
of boiler? 

A. Minimum floor space, portability, low 
cost of setting, and a wide allowable variation 
in the water level. 

Q. What disadvantages has this type? 

A. Liability to leakage in the exposed up- 
per ends of flues where they are not submerged, 
deposits from impure water in the "water leg," 
in small sizes insufficient heating surface, though 
the latter fault can be corrected by making the 
boiler very tall. Some of the very large vertical 
boilers are remark ablv efficient. 



24 



YOUNG ENGINEER'S GUIDE. 



WATER TUBE BOILER. 

Q. How is a water tube boiler constructed? 

A. The Stirling Water Tube Boiler as illus- 
trated, has three upper or steam domes, the 
steam space of all of which is connected, while 




Stirling Water Tube Boiler. 

the water space of the two front domes is 
connected. All of these three domes are con- 
nected with a lower or mud drum, which is not 
bricked in, but is left free to expand and contract. 
The three upper domes are supported on 
wrought iron beams, which are entirely free and 



YOUNG ENGINEERS GUIDE. 2S 

independent from the brick work. The feed 
water enters the rear tipper dome, and descends 
gradually to the lower or mud drum, being 
heated in its descent by the escaping gases to a 
sufficiently high degree to cause precipitation in 
the mud drum of all of the solid or scale bearing 
matter that the feed water contains. The water 
then in the front bank of tubes is chemically pure, 
and all danger of scale reduced to a minimum. 

Q. What advantages have the water tube 
boilers ? 

A. One of the great advantages of this style 
of boilers is its distinct circulation , being up the 
front bank of tubes across from the front upper 
dome to the middle dome, down the middle 
bank of tubes to the lower or mud drum, and up 
again the front bank of tubes, and so on in cir- 
cuit. It also has great steaming capacity, and 
is economical in fuel. Steam is taken from the 
middle dome. 

This marked circulation is a desideratum in 
boiler practice, and the Stirling may be said to 
be the first that has accomplished it to so great 
a degree. 

Q. What disadvantages have the water 
tube boilers ? 

A. Expensive first cost of setting them up 
in brick work. 



YOUNG ENGINEER'S GUIDE. 




YOUNG ENGINEER'S GUIDE. 27 

J. I. CASE TRACTION ENGINE. 

This engine is known as the Center Crank, 
Rear Gear traction. The engine is mounted on 
the center of boiler at the rear end, arid rests 
upon and is securety bolted to two saddles. The 
rear saddle also supports the two outer bearings 
for the crank shaft. 

The engine frame is cast in one piece, cylin- 
drical in shape, with bored guides for cross head, 
and has large lateral openings. It forms the 
front cylinder head at one end, and contains the 
two pillow block bearings at the other. 

The cylinder is overhanging and self lining. 

It has the locomotive type boiler, with open 
bottom fire box, covered with an ash pan, and 
has a steam dome at front end . The outer shell 
of this boiler over fire box extends beyond the 
back head. To this extension is bolted the two 
brackets containing the bearings for the main 
axle and cross shaft. 

The traction wheels are of the wrought rim 
steel spoke tj-pe, with high mud cleats bolted 
diagonally across the entire width of tire. 

The front axle is supplied with a ball-bearing 
bolster, which supports the front end of boiler. 
The enginehas the Friction Clutch, Link Reverse 



£§ YOUNG ENGINEER'S GUIDE. 

Gear, long Heater, Independent Pump, Injector, 
Water Tank on side, Foot Board with Tool 
Boxes attached, and all necessary attachments 
and fittings to make a complete traction engine, 
and one that will be perfectly safe with proper 
handling. 

The steering wheel and band wheel are on 
the same side of engine, and the straight stack 
and extension front has a spark arrester on the 
inside. 

This engine is constructed to burn either 
coal or wood and with special arrangement can 
be made to burn straw. 

J. I. CASE RETURN FLUE J R ACTION ENGINE. 

The foregoing description of the J. I. Case 
Traction Engine will apply to this engine in 
every particular with the exception of the boiler, 
the construction of engine, the traction gear 
and fittings being exactly the same. 

The boiler however is of the return flue, 
straw-burner type It is supplied with a large 
steam dome on front end and also a mud drum 
on under side. The fire box is at the rear end 
of main flue, and is covered by an ash pan. The 
boiler is lagged and jacketed, and the stack has 
a screen spark arrester at the top. This engine 
is intended to burn straw, but it will burn either 
wood or coal equally well, and is said to be 
verv economical in fuel. 



YOUNG ENGINEER'S GUIDE. 



29 




30 YOUNG ENGINEERS GUIDE. 

QUESTIONS WITH ANSWERS, 

concerning the operation and care of steam 
boilers, v 

Q. How is steam taken from the boiler? 

A. By suitable piping leading from a steam 
dome on top of boiler. 

Q. What is a steam dome and how is it 
made? 

A. A steam dome is cylindrical in shape, 
is made usually of boiler plate flanged and 
riveted over a hole on top of boiler. 

Q. Of what use is a steam dome ? 

A. Its use is to afford space for dry steam 
to collect. 

Q. What is a mud drum, and of what use is 

it? 

A. The mud drum is cylindrical in shape, 

made of boiler iron flanged and riveted over a 
hole on under side of boiler, in which mud and 
sediment may collect, and is of great value on a 
return flue boiler. 

Q. What are boilers furnished with so that 
they may be easily cleaned ? 

A. Man-holes and hand-holes. 

Q. What are man-holes and hand-holes ? 

A. The man-hole is a hole cut in boiler large 



YOUNG ENGINEER'S GUIDE. 31 

enough to admit a man and is covered by a port- 
able plate which can be fastened absolutely 
tight. Hand-holes are small holes cut in boiler 
in convenient places into which a hose can be 
placed and the boiler washed out and the mud 
and scale removed. Hand-holes are covered 
with portable plates which can be fastened ab- 
solutely tight. 

Q. How can a boiler be protected from the 
cold? 

A. By a non-conducting jacket which keeps 
off the cold, retains the high temperature of the 
boiler and prevents the radiation of heat. 

0. What materials are used for jacketing a 
boiler ? 

A. Plaster, wood, hair, rags, felt, paper 
and asbestos. 

Q. How are they applied ? 

A. Wood is put on in long strips close to- 
gether like barrel staves, fastened with hoops 
and usually covered with sheet iron. The other 
materials are put close to the boiler and held in 
place by sheet iron or canvas. They are some- 
times put on with an intervening air space be- 
tween them and the boiler. 

Q. What is the use of air space? 



92 YOUNG ENGINEERS GUIDE. 

A. It protects the material from being 
burned or otherwise injured by the heat. 

Q. Is there no radiation through these 
coverings? 

A. Yes, but the loss is very slight, as the 
temperature of covering should never rise above 
what just seems warm to the hand. 

Q. How should 3^011 feed water to a boiler? 

A. Continuously during the whole time 
that steam is being used. 

Q. Will a steam pump feed continuously? 

A. Yes, by running the pump faster or 
slower according to the amount of water re- 
quired. 

Q. Why is a continuous feed preferable? 

A. Because it maintains the water in the 
boiler at a uniform level and gives the most per- 
fect action. 

Q. Should precaution be taken in choice of 
water used in the boiler? 

A. Yes. Always use water that is as clear 
and free from foreign matter as can be procured, 
rain water preferred. 

Q. What is the result of using impure water? 

A. It wall form a scale upon the flues and . 
plates on the inside of boiler. 



YOUNG ENGINEER'S GUIDE. 33 

Q. What harm does scale do? 

A. In the first place scale is a non-conductor 
and prevents the heat of furnace from producing 
its best effects upon the water and in the second 
place it allows the plates and flues to become 
over heated and burn. 

Q* How can you prevent the formation of 
scale? 

A. There are numerous compounds upon 
the market some of which are known to be very 
reliable, but for ordinary purposes sal soda 
dissolved in the feed water answers very well. 

Q. What precaution should be taken in the 
use of sal soda? 

A. Great care should be taken that too much 
is not used at a time. If too much is used a 
great deal of trouble will be caused by the water 
in the boiler foaming. 

Q. How often should a boiler be cleaned? 

A. It depends entirely upon the condition 
of the feed water used and the amount of service 
exerted from it. It may vary from once or twice 
a week to once in two or three months, or even 
longer. 

Q. Does a boiler only require the regular 
cleaning? 



34 YOUNG ENGINEER'S GUIDE. 

A. No, it should be blown off three or four 
times a day by the surface blow-off. 

Q. Should the surface blow-off be left open 
any length of time? 

A. No, only a few seconds at a time, say 
from fifteen seconds to a minute, even longer on 
larger boilers, but the engineer must use his own 
judgement in this matter. 

Q. What does the surface bio w-off do? 

A. It blows out all the impurities that arise 
in the form of scum on the surface of the water, 
thus lessening the amount of scale formation. 

Q. How should a boiler be cleaned? 

A. By blowing the water out at a low pres- 
sure of steam and after cooling off wash out and 
scrape the inside, removing all scale and sedi- 
ment. 

Q. How do you blow off your boiler? 

A. By means of a blow-off valve situated 
at the bottom part of the boiler. 

Q. When should a boiler be blown off? 

A. When the steam pressure entirely disap- 
pears and the water is at boiling point, if boiler 
is set in brick work. 

Q. Why not blow off under a full head of 
steam? 



YOUNG ENGINEER'S GUIDE. 35 

A. Because when blown off tinder pressure 
there is heat enough remaining in the shell and 
flues to bake the scale upon the interior, thus 
rendering it exceedingly difficult to remove. 

Q. In what condition is the scale after 
blowing off at low pressure. 

A. Some may be baked hard and attached 
to the flues and shell, but the greater part will 
be soft and slushy so that it can be easily re- 
moved, 

Q. How is this slush removed from the 

boiler? 

A. If a fire box or return flue boiler, all the 

hand-hole plates should be removed and as much 

of the slush as possible raked out; then a hose is 

inserted and a stream of water forced in which 

will carry the remainder out. The hose should 

be placed in the top holes first. 

Q. Is it a good idea after blowing off a 
boiler to fill it with water again without delay? 

A. No. Because the boiler is hot, and if cold 
water is put in before it is thoroughly cooled off 
the boiler will be subjected to severe strains 
caused by the sudden contraction of the metal 
that is expanded by the heat, which will injure 
it to a greater or less degree. 



36 



YOUNG ENGINEER'S GUIDE. 




YOUNG ENGINEER'S GUIDE. 37 

GARR-SCOTT TRACTION ENGINE. 

This engine, as will be seen by examining the 
cut, is of the Side Crank, Side Gear style, the 
engine of which is mounted upon a long heater, 
to which the cylinder and the main pillow block 
bearing are attached, and is supplied with the 
bar or locomotive guides for cross-head. 

It is fitted with the Link Reverse peculiar to 
their own style of manufacture, also Injector, 
Friction Clutch, Cross-head Pump, Governor, 
Syphon for filling Tank on front end, Automatic 
Sight Peed Lubricator, and large Foot Board 
with Tool Boxes attached. 

The boiler is of the locomotive or round bot- 
tom fire box type, with dome on front end, and 
is mounted upon the traction wheels with axle 
arms attached to the sides of boiler, which are 
supplied with springs . The front axle is attached 
to the boiler with a bolster arrangement, which 
is also supplied with a spring. 

The traction wheels are made practically in 
one piece, having the spokes cast in both hub 
and rim, the cast iron rim being chilled faced, 
with the mud cleats cast on. 

The smoke stack is supplied with a screen 
suitable for burning either wood or coal. It has 
a patent steering attachment, the hand wheel 
of which is on the same side of engine as the 
band wheel. 

The engine and boiler are supplied with all 
the necessary fittings to make them convenient 
and safe with proper handling. 



38 YOUNG ENGINEER'S GUIDE. 

Q. When should a boiler be filled after being 
blown off and cleaned? 

A. A boiler should not be filled under any 
circumstances until it is about the same temper- 
ature as the water used to fill it. 

Q. How are the hand-hole plates put back 
in position? 

A. The plate that covers the hole is put on 
the inside of the boiler and held in position 
against the plate by a bolt attached to it and 
passing out through a yoke which straddles the 
hole upon the outside and serves as a brace 
against which the bolt acts. 

Q. How is a leak prevented? 

A. By placing packing between the hand- 
hole plate and the boiler plate. 

Q. What is the best kind of packing to use 
for this purpose? 

A. Two or three ply sheet rubber is the best, 
cut in the form of a ring to fit the bearing sur- 
face of the plate. 

Q. Can any other material be used ? 

A. Yes, hemp or cotton packing. When this 
is used it should be pulled out in fine shreds and 
thoroughly oiled before putting in position. Use 
as little as possible. 



YOUNG ENGINEER'S GUIDE. 39 

Q. Do the metals need any preparation ? 

A. Yes, all the old packing that may have 
burned on the metal should be thoroughly 
scraped off, also the scale should be removed 
from the vicinity so that the packing will have 
a smooth and even surface to bear against. 

Q. How are man-hole plates put in position ? 

A. In the same manner as the hand-hole 
plates. 

0. What is required of an engineer or fire- 
man in the care of a boiler ? 

A. He should watch carefully all the parts 
that are exposed to any steam and see that they 
do not become unduly weakened by corrosion or 
accident. All the working parts and fittings 
should be examined daily and be repaired or re- 
placed as soon as they show signs of wear or 
weakness. The steam gauge and safety valve 
should receive constant care and both should be 
tested frequently, the one by the other, and the 
steam gauge by a standard in order that it 
may be known to be in perfect order. When scale 
forming water is used the feed pipe should be 
frequently uncoupled and examined and all sedi- 
ment removed. The check valve should be ex- 
amined frequently to see that it seats properly 



10 YOUNG ENGINEER'S GUIDE. 

so that water cannot leak from boiler in this 
way and the utmost care should be taken in 
regard to the consumption of fuel. 

Q. In case of accident how should an engi- 
neer conduct himself ? 

A. With the utmost coolness. 

Q. If the water gauge glass breaks, what 
should be done ? 

A. The upper and lower gauge valves should 
be closed immediately. 

Q. Can a new glass be put in at once ? 

A. No, because a new glass is cold, and if 
put in position and steam turned on, the sudden 
heat and expansion would be apt to crack it. 

Q. When can a new glass be put in ? 

A. After the boiler has been cooled off. 

Q. What is to be done in the meantime ? 

A. The boiler must be run by the use of the 
gauge cocks alone. 

Q. What is to be done if the gauge cocks 
leak? 

A. If the leak is in the seat, that part 
should be taken out and re-ground and refitted. 
This should be done at once. 

Q. What harm is done by a leaky gauge 
cock? 



YOUNG ENGINEERS GUIDE. 41 

A. It allows the water to run down over 
the face of the boiler, which tends to corrode it. 

Q. When the leak is where the gauge cock 
is screwed into the boiler, what is to be done ? 

A. As soon as the boiler is cooled down ex- 
amine and see if the gauge cock can be screwed 
up another turn. If so try that, then if the 
leak is not stopped the gauge cock must be 
taken out and a new one put in its place, or the 
thread of the old one so repaired that there will 
be no leak. 

Q. Why not screw up the leaky gauge cock 
when the boiler is under pressure ? 

A. Because there is great danger of break- 
ing the cock, thereby placing the engineer or 
fireman in great peril. 

Q. What should be done in case a gauge 
cock is accidentally broken off? 

A. Open the furnace door and if possible 
partially bank the fire, close the damper and 
allow the water to blow out at the hole until 
steam alone comes out. In the meantime get a 
piece of soft pine six or seven feet long and 
whittle down one end until it will about fit and 
jam it into the hole. Work it around until the 
jet of steam is stopped. Fasten the stick in 



42 YOUNG ENGINEER'S GUIDE. 

temporarily and stop the engine if not already 
done. It will now depend on the condition of 
the break and the position of the surrounding 
parts as to the means to be employed. The 
stick should be cut off short and firmly driven 
into the hole and braced or tied securely. The 
engineer or fireman must use his own ingenuity 
for this work. 

Q. Can a boiler be worked in this condition? 

A. Yes, by the use of the gauge glass to de- 
termine the level of water. 

Q. Should a boiler be run in this condition 
continually? 

A. No. A new gauge cock should be sup- 
plied as soon as possible. 

Q. When a gauge cock becomes stopped up 
what should be done? 

A. After steam is down, the front or outer 
part may be taken off and a stiff wire run into 
it to open the clogged tube. 

Q. Is it simply necessary to get the wire 
through? 

A. No, the wire should be worked back and 
forth until all the deposit or scale is thoroughly 
cleaned out. 



YOUNG ENGINEER'S GUIDE. 43 

Q. In case the steam gauge gets out of 
order what should be done? 

A. There should always be an extra gauge 
on hand that may be put to use. If there is no 
extra steam gauge, the engine should be shut 
down until the gauge can be repaired. 

Q. Why not continue running by using the 
safety valve? 

A. Because it is very dangerous and should 
never be attempted. 

Q. How much variation from the actual 
pressure can be allowed on steam gauge before 
it is repaired? 

A. None. As soon as suspected of being 
even slightly out of order it should be repaired. 

Q. In case the pump does not work what 
should be done? 

A. Supply the boiler by the injector. 

Q. What is to be done where there is no in- 
jector? 

A. First, care should be taken that the 
water in the boiler does not fall below the second 
gauge cock or out of sight in the gauge glass, 
then stop the engine and bank the fire. When 
this is done, examine the packing around the 
plunger to see that it does not leak air, then ex- 



44 YOUNG ENGINEER'S GUIDE. 

amine the valves of the puinp to ascertain 
whether they are worn and leak. If this be the 
case they must be reseated at once. If the valves 
are all right, work the pump and open the side 
valve in the delivery pipe to see if the ptimp 
draws "water. If no "water appears, the trouble 
is probably in the suction pipe. 

Q. How can this be remedied ? 

A. First examine the strainer at end of suc- 
tion pipe or hose to see if it is stopped up ; if.it 
is, clean it out and try the pump. If it works, 
the difficulty is remedied. If the strainer is 
clean, examine the pipe or hose from end to end 
to see that it is perfectly air tight; if not, it 
should be made so. 

Q. If the delivery pipe is choked, how can 
it be cleaned ? 

A. Close the globe valve next to boiler, 
and then examine the check valve to see if it is 
all right. If it is choked or filled with sediment, 
take out the valve, clean the shell and re-seat 
the valve ; if the check is all right, disconnect 
the pipe and clean out if necessary. 

Q. What if this pipe and check valve are all 
right? 



YOUNG ENGINEER'S GUIDE. . 45 

A. Let the boiler cool off, then blow off the 
water, disconnect the pipe between check and 
boiler, where the difficulty will probably be 
found, and clean thoroughly. 

Q. How can check valve and delivery pipe 
be choked with water that has already passed 
through the injector or valves of the pump ? 

A. The water may contain quantities of 
lime which are deposited from the heated water 
upon the interior of the pipe, which will thus 
be gradually decreased in size until the hole is 
too small to answer the purpose. 

Q. When the communication between the 
water gauge and boiler is interrupted, what 
should be done ? 

A. The glass should be blown out fre- 
quently by opening the drip cock at the bottom, 
then shut the upper valve, allowing the water 
to blow through the lower valve until the 
water runs free and clear. Then shut the 
lower valve and open the upper one and blow 
through in like manner. 

Q. In case of low water what should be 
done? 

A. Cover the fire quickly with fresh coal or 
damp ashes, close the lower draft door, and 



46 YOUNG ENGINEER'S GUIDE. 

allow the furnace to cool. Never dash water 
into the furnace to check the fire, it is dangerous. 

Q. Why not draw or dump the fire? 

A. Because it would result momentarily in 
stirring up an intense heat, cooling can be 
effected more rapidly by covering the fire and 
checking the draft. 

Q. Should the pop or safety valve be opened? 

A. No. Never let more steam out of the 
boiler in this condition than can be avoided. 

Q. Should the engine be stopped or the 
throttle valve be closed? 

A. No. A sudden stoppage of the outflow 
of steam will cause the water level to fall. The 
first thing to be looked after is to subdue the 
heat which is the source from which trouble may 
arise. 

Q. Should the feed water supply be turned on? 

A. No. Leave it alone. Should the pump 
or injector be running, the -water level will be 
recovered gradually as the boiler cools down. 
If the feed is not on, the sudden admittance of 
water on the overheated surfaces will cause a 
disaster. The feed should not be turned on un- 
til sufficient time has been allowed to avert such 
danger. 



YOUNG ENGINEER'S GUIDE. 47 

Q. Are there any appliances by which to 
guard against accident from low water? 

A. Yes. Alarms to call attention by blow- 
ing a whistle or ringing a bell when the water is 
below a certain level. Also fusible or safety plug 
placed in the heating surface of boiler most liable 
to be overheated from lack of water. 

Q. Of what use is the safety valve? 

A. To prevent the accumulation of pressure 
above a given point. 

Q. Should water be left in the boiler when 
not in use? 

A. No. It is better to draw out all the 
water and properly clean the boiler before 
leaving. 

Q. What should be done in case a grate bar 
breaks and drops out of place? 

A. If no other bar is at hand, it might be 
repaired with a heavy stick of wood. 

Q. How can this be done? 

A. By cutting the stick in such a shape as 
to fit the space made by the broken bar, then 
cover with ashes before the fire spreads over it. 

Q. Will the stick burn out? 

A. Yes, but it will last for several hours. 



48 YOUNG ENGINEER'S GUIDE. 

NICHOLS & SHEPARD TRACTION ENGINE. 

This engine is also of the Side Crank, Side 
Gear pattern, the engine is mounted upon the 
side of the boiler, upon a long heater, which 
is securely bolted to the boiler by three brackets. 
It is of the Locomotive Guide pattern, and has 
a cross head pump. The cylinder rests its full 
length upon the heater and is lagged. It has 
the link reverse gear and plain slide valve, Fric- 
tion Clutch, Injector, Automatic Sight Peed 
Lubricator, Governor, Extension Front and 
Straight Stack. The hand steering wheel is on 
the opposite side from the band wheel. 

The boiler is of the round bottom fire box 
style with double riveted seams, and has a dome 
in the center, and is mounted upon the wheels in 
the rear with a wrought iron axle which passes 
around underneath the boiler and is held in place 
by brackets attached to the side of the boiler. 

These brackets contain springs. 

The traction wheels are of the cast iron rim 
style, with wrought iron spokes cast in both 
rim and hub and mud cleats are cast on rim. 
The foot board is furnished with a water tank 
and tool box and all necessary fittings and at- 
tachments are supplied to make a complete 
traction engine. 



YOUNG ENGINEER'S GUIDE. 




50 YOUNG ENGINEER'S GUIDE. 

Q. What harm would result from firing for 
a short time without the bar ? 

A. None to speak of to furnace or grate 
bars, but the quantity of air admitted to the 
fire box would make it exceedingly hard to keep 
up steam and the hole thus made would cause a 
great loss of fuel. 

Q. What should be done if a bar in a rocker 
grate should fall out? 

A. Take a piece of flat wrought iron and 
cut it to fit the bearings, this "will do for some 
time and will not interfere with the rocking of 
the bars. Or, take a heavy piece of plank, cov- 
ering the opening completely, and cover the plank 
carefully with ashes, surrounding it on all sides 
to protect it as much as possible from the fire. 

Q. Will not this. latter prevent the rocking 
of the grate? 

A. Yes, and it can only be cleaned by rak- 
ing out from underneath. 

Q. How should such difficulties be avoided? 

A. A good engineer will always have on 
hand at least two or three extra grate bars. 

Q. Should a boiler be forced beyond its 
normal capacit}- ? 



YOUNG ENGINEER'S GUIDE. 51 

A. Never force a boiler beyond its normal 
capacity, as such excessive firing, distorts the fire 
sheets and results in leaks and fractures. 

Q. Should intense fires be started in or un- 
der boilers ? 

A. Never build an intense fire in or under a 
boiler until the shell is well heated. Hot fires 
in or under cold boilers hurry their destruction. 

CAUTION. 

Never blow out the boiler under high steam 
pressure or fill it again with cold water when the 
boiler is hot, as either one of these is likely to 
fracture the transverse riveting and is dangerous. 

Do not feed the water to the boiler irregu- 
larly. The slower the water goes through the 
heater the more heat it takes up. To fill the 
boiler to three gauges and then shut off the feed 
until the water level is again down, the exhaust 
steam, after it has heated the water standing in 
heater, passes off without leaving any of its heat, 
and then turning on the feed water again much 
faster than needed, the water has not time to 
take up so much heat as if the feed were slow 
and regular. Much bad effect on the boiler is 
due to the difference in temperature at the time 
when the feed is off and on. 

Never calk a boiler under steam pressure 
unless you are tired of life. 



52 YOUNG ENGINEER'S GUIDE. 

CALKING FLUES, 

Q. In case the boiler flues become leaky, can 
they be tightened? 

A. Yes, by the use of a tool called an 
"expander/ ' which is generally kept in stock by 
the boiler manufacturer. 




Prosser's Spring Expander. 

Q. Can an unskilled person expand and 
tighten the flues of his boiler without the aid of 
an expert or boiler maker? 

A. Yes, if he is careful and follows these 
instructions, viz: 

First clean the ends of the flues and flue sheet 
of all dirt, soot and cinders, and place the 
expander within the leaky flue, being careful to 
have the shoulder of the tool well against the 
head and end of flue. Now", with a light hammer 
drive in the taper expanding pin and after two or 
three blow's of the hammer, jar the pin out, turn 
the expander a little and drive in pin as before, 
removing the pin and turning expander again 
until a full turn has been made. 



YOUNG ENGINEER'S GUIDE. 53 

Great care must be taken in expanding flues 
not to expand them so hard as to stretch or 
enlarge the hole containing flue in the flue sheet, 
thereby loosening the adjoining flue. After all 
the loose flues have been carefulh- expanded, 
take the beading tool and place the long or 
guide end within the flue, then with the aid of a 
light hammer the ends of flues can be gradualh' 
beaded or calked against the flue sheet, render- 
ing them perfecth' tight. With a little practice, 
a careful man can do a neat job of calking, 
thereby avoiding loss of time and expense in 
being obliged to call a boiler maker. An 
expander and calking tools should be among 
the tools of every engineer, as many little leaks 
that may occur in a steam boiler, although they 
may not be dangerous, give it a bad appearance 
and should be calked and stopped by the engi- 
neer. 

CLEANING FLUES. 

Q. How are boiler flues cleaned? 

A. There are two ways of cleaning flues, viz: 
with a steam blower and a scraper. The latter 
is more commonly used and when properly ap- 
plied does its work most efficiently. 



54 YOUNG ENGINEER'S GUIDE. 

The scraper is screwed on the end of a rod 
of sufficient length to allow it to pass through 
the flue, and when cleaning, the scraper should 
be passed forward and backward through the 
flue or least two or three times, to insure all the 
soot and ashes being removed. 




Wilson Pat. Flue Scraper. 

The cleaning of flues should be done system- 
atically, as often as required to keep them 
clean, as clean flues not only add greatly to the 
steaming capacity of the boiler, but make a 
great difference in the amount of fuel used. 

If the flues are allowed to become covered 
inside with soot and ashes, the formation of 
which becomes a non-conductor for heat, the 
product of combustion passes through the flues 
without leaving more than one-half as much 
heat as it would otherwise leave if the flues 
were clean. 



YOUNG ENGINEER'S GUIDE. 55 

BLOWER. 

The Blower consists of a small pipe at- 
tached to the steam dome or top of the boiler 
with a globe or angle valve, and is situated near 
the stack. This pipe enters the stack just above 
the boiler, the end being bent up toward the top 
of stack and reduced to a very small opening. 
When steam is turned on through this pipe, it 
displaces the air in the stack, causes a partial 
vacuum in the smoke box, and the air rushes 
through the grates, fuel and flues to replace that 
which is blown out by the blower, and the 
draught can be increased as much as desired. 

EXHAUST NOZZLE. 

The Exhaust Nozzle, as generally con- 
structed, is an elbow attached to the end of the 
exhaust pipe in the smoke box or smoke stack 
of the boiler, the end of which points upward, 
with the opening reduced so that the exhaust 
steam will be forced up the stack, and thereby 
produce the same effect as a blower. 

The opening in the exhaust nozzle should 
never be made so small as to check the exhaust 
steam to any great degree, and cause back press- 



56 YOUNG ENGINEER'S GUIDE. 

tire in the cylinder, as the power of the engine 
would be diminished. The opening should be as 
large as possible, and still produce sufficient 
draught to keep the required steam pressure. 

FUSIBLE PLUG. 

A Fusible Plug is a short 

brass bolt which has a hole 

running through its center, 

filled with a metal that melts 

at a low temperature. This 

plug is screwed into the 

crown sheet directly over 
Lunkenheimer Fusible + * A r^ „^ A rt ^ i ^*, ,» *» « : 4. ;i 

Plug. the lire, and as long as it is 

covered with water the metal will not melt and 
runout; but should the water become low, expos- 
ing the crown sheet to the intense heat of the fire, 
the metal will run out, and the steam rushing 
through the hole puts out the fire and many times 
saves the crown sheet from injury. 

Q. In what condition would the plug be- 
come useless and of no value ? 

A. By allowing it to become covered on the 
inner end with scale and sediment. It should be 
unscrewed and occasionally examined, at least 
two or three times during the season, and all 




YOUNG ENGINEER'S GUIDE. r,7 

scale and dirt removed from the end of the plug 
before replacing. Examine the crown sheet to 
see that no scale has formed over the hole to pre- 
vent the water from reaching the plug. 

Q. How can a plug that has melted out be 
refilled ? 

A. Unscrew the plug from crown sheet and 
cap one end with clay, then melt the lead or 
babbitt metal in a shovel, spoon, or even a piece 
of bent sheet iron, and refill the plug. Now, with 
a light hammer, close the ends tight, and screw 
the plug into the crown sheet. 

LOW WATER ALARM. 

A low water alarm is an instrument attached 
to a boiler, and so arranged and constructed that 
when the water in the boiler gets to a certain 
level, whereby it is becoming dangerously low, 
the alarm is given by the blowing of a w r histle 
or ringing of a bell. 



58 



YOUNG ENGINEER'S GUIDE. 



J. T. CASE AUTOMATIC HIGH SPEED ENGINE. 

This style of Automatic Engines combines 
simplicity, compactness, direct action, lightness 
of moving parts, automatic lubrication, and 
perfect regulation. 

II 




J. T. Case Automatic Pedestal Engine. 

It is made in three main varieties: The 
Pedestal Engine, the Bracket Engine, and the 
Hanger Engine. The illustration represents the 
Pedestal type, the upright frame of which is cast 



YOUNG ENGINEER'S GUIDE. 5f* 

in one piece, and encloses and protects the prin- 
cipal moving parts, its lower part being a reser- 
voir for oil, into which the crank pin dips at 
every revolution, affording a simple and efficient 
means of lubrication. 

The piston is connected directly with the 
•crank shaft, thus doing away with the cross 
head, wrist pin and guides. The piston being 
thus connected at one end to the crank pin, it 
travels back and forth at its other extremity 
through the bore of the cylinder. The latter by 
reason of its shape is free to turn in its casing, 
and is therefore rocked by the vibrating piston 
rod through an arc sufficient to open and close 
the steam and exhaust ports on its face. 

The cut-off valve is of the plug type, and re- 
ceives its motion from the shaft cut-off governor, 
attached to the balance wheel. 

The center crank shaft runs in two large 
bearings which are bolted securely to the side of 
the frame. Access to the inside of the frame can 
be had by taking off the plates from either side. 

The J. I. Case High Speed Engines range in 
size from 2V2 to 25 horse power, the speed of 
which ranges from 900 down to 550 revolutions 
per minute, and can be used in any capacity. 



60 YOUNG ENGINEER'S GUIDE. 

STEAM ENGINES. 

All styles of engines both large and small 
should receive proper attention. All the vibrat- 
ing and moving parts should be kept well oiled 
and free from grit and dirt. If this is neglected, 
the friction of the moving parts will soon wear 
away the metal and induce pounding and cause 
what is called "lost motion, " which detracts 
greatly from the power of the engine, and if al- 
lowed to run in this condition will soon neces- 
sitate large expense for repairs and shorten the 
life of the engine. 

. , Tighten all the boxes as they wear, being 
careful not to get them too tight. Keep the 
piston rod and valve rod well packed with a 
good quality of soft packing. Keep the valve 
or valves set properly to give the required 
amount of lap and lead and an equal cut-off at 
the end of each stroke whether working in full 
gear or notched up. 

Keep the cross-head shoes fitted properly in 
the guides, being careful to keep the piston rod 
in line. If the above instructions are followed, 
your engine will run smoothly and do good 
service. 



YOUNG ENGINEER'S GUIDE. 



<;i 




Sectional View of Simple Engine, 

Showing Cylinder, Steam Chest, Plain Slide Valve, Steam 
and Exhaust Ports, Piston and Rod, Engine Frame, Cross- 
head, Connecting Rod, Crank Disc, and Rocker Arm and Rod 
for Operating Valve. 

STEAM CYLINDER. 

The Steam Cylinder is that part of an engine 
in which the piston travels ; it also contains the 
steam and exhaust ports and is one of the most 
expensive, as well as essential, parts of an engine.. 
The cylinder should be made of the best quality 
of cast iron, and the greatest care taken in bor- 
ing it perfectly true and round. It should be 
counter-bored at each end to allow the piston in 
its travel to overlap at the end of each stroke. 
Without the counter-bore, a shoulder would be 
formed at both ends of the cylinder as it became 
worn by the piston rings, which in time would 
cause a knock or pound at the end of every 
stroke; the only remedy being to have the 
cvlinder re-bored. 



62 YOUNG ENGINEER'S GUIDE. 

Special attention should be paid to keeping 
the cylinder well oiled with the best quality of 
cylinder oil to prevent it from being cut by the 
piston rings. If allowed to run dry and cut, it 
will cause no end of trouble. 

The size of cylinder is not always the measure 
of the power of the engine. The power depends 
upon the heating surface of the boiler and steam 
pressure ; as the piston speed can always be in- 
creased, by running the engine faster, until the 
maximum evaporating capacity of the boiler is 
reached. 

PISTON AND ROD, 

The Piston is another very important part 
in the construction of an engine, and it conveys 
the power of the steam to the crank. It is com- 
posed of a piston head, on which are placed the 
piston rings held in position by the follower 
plate, and is securely attached to the piston rod. 
Great care should be taken in the construction 
of the piston rings to have them fit the cylinder 
perfectly tight, at the same time to have the 
least possible friction. Piston rings should 
always be made of a softer metal than the 



YOUNG ENGINEER'S GUIDE. $ 

cylinder so that the greater part of the wear 
will be upon the rings instead of the cylinder, as 
the rings can easily be replaced. 

There are a great many kinds of packing for 
piston rings, but the most commonly used at 
the present time are the steam packing rings. 
The character, accuracy in construction and con- 
dition of the piston make a great difference in 
the quantity of fuel consumed and the amount 
of power developed by the engine. 

The Piston Rod connects the piston to the 
cross-head and is generally made of steel. Where 
the piston rod enters the cylinder, a steam tight 
joint is obtained by the use of a soft, pliable 
packing placed in the stuffing box, and held in 
position by the stuffing-box gland. 

This box is kept packed just tight enough to 
prevent leaking, by drawing up the stuffing box 
gland when required. This can be repeated until 
the packing is all used up, when box must be 
repacked. 

STEAM CHEST. 

The Steam Chest contains the valve, and 
can be on either side of cy Under as may best suit 
the style of engine. Steam is admitted into the 
steam chest, and passes into the cylinder by the 
action of the valve. 



64 



YOUNG ENGINEER'S GUIDE. 



Many engine builders cast cylinder and steam 
chest in one piece, while others cast them separ- 
ately and bolt them together. The only ad- 
vantage of the former over the latter is the 
absence of one less joint to keep packed. 




Steam Chest and Plain Slide Valve. 
The steam ports are the two openings 
through which the steam is admitted to the 
cylinder. 

The exhaust port is the opening through 
which the exhaust or waste steam passes out of 
the cylinder. 

VALVE. 

There are a great many kinds of valves used 
on steam engines, namely, the Corliss, Slide, 
Rocker, Balance, Rotary, etc., but the one most 
commonly used on farm engines is the plain slide 
valve, which has been generally adopted by all 
the larger engine builders in this country. It is 
simple in design, and when properly set does its 



YOUNG ENGINEERS GUIDE. 6T, 

work very efficiently. They are less complicated 
than others and are easily set; they are made in 
many different designs, but the principle of each 
is the same. 

The slide valve is constructed to slide upon 
the smooth surface of the valve seat, in which 
are contained the two steam ports for the ad- 
mission of steam to each end of the cylinder, and 
also the exhaust port through which the exhaust 
or waste steam passes out of the cylinder. 

The slide valve is operated by the eccentrics, 
which are attached to the main crank shaft of 
the engine and revolve with it, the object of the 
eccentrics being to move the slide valve back 
and forth upon its seat to admit the steam 
alternately through the steam ports to the cyl- 
inder. 

The valve gear is a most important detail 
and one upon which the economy of fuel in a 
great measure depends, and any derangement in 
this part of an engine causes an immediate in- 
crease in the fuel consumed and decrease in the 
power of the engine. 

In a properly constructed valve the slide 
upon the seat should be reduced to the smallest 
possible amount, and should be so designed as 



66 . YOUNG ENGINEER'S GUIDE. 

to give an equal cut-off and release at both ends 
of the cylinder, whether working full gear or 
notched up. 

The engine should also have the same power 
whether working forward or backward, and the 
cut-off should be as sharp as possible. 

The more perfect the valve gear the more the 
engine can be notched up, and thus allow the 
steam to expand in the cylinder to its utmost. 
The engine which can be notched up the most is 
the most economical in fuel and water. 

CROSS-HEAD. 

The Cross-head is of cast iron and connects 

the piston rod to the connecting rod, and is that 

part of an engine where the motion is changed 

from vibrating to rotary. The piston rod is 

3 




Cross-head. 

fastened securely to it, while the connecting rod 
is attached by wrist-pin. On a V guide or bored 
guide engine frame the cross-head is supplied 
with adjustable shoe slides that can be adjusted 



YOUNG ENGINEER'S GUIDE. 67 

to take up their wear and fit the guides properly, 
also to keep the piston rod in line. On a bar or 
locomotive guide engine the cross-head is ad- 
justed by removing the liners from between the 
bars. 

ENGINE FRAME. 

The Bngine Frame is the large casting 
which contains the bored, V shaped or locomotive 
guides for cross-head shoes. It also contains 
the pillow block for crank shaft at one end and 
the cylinder is bolted to the other. They are 
made in many different styles and shapes, but 
all answer the same purpose. 

CONNECTING ROD. 

The Connecting Rod on an engine is the 
connection between the cross-head and crank-pin; 
it is generally made of wrought iron or steel, 
with brass boxes at each end held in position by 
wrought straps. These straps are attached to 
the connecting rod by gibs and keys. Connect- 
ing rods are sometimes made with mortised ends 
to receive the brass boxes, which are held in place 
by wedge block and adjusting screw. The latter 
style is used principally on the larger makes of 



68 YOUNG ENGINEER'S GUIDE. 

engines . While the connecting rod with mortised 
ends are considered a little the safest, the straps 
on the ends of rods are most commonly used. 
The brass boxes at ends of connecting rod are 



Connecting Rod. 

adjustable to take tip the wear by use of the gibs 
and keys, and they should be adjusted as fre- 
quently as there is any lost motion discovered 
at the crank-pin or cross-head, which will be in- 
dicated by a knocking or pounding as the crank 
passes over the centers. 

CRANK. 

The Crank is that part of an engine by which 
the effect of the steam acting against the piston 
is converted into work. There are two kinds, 
Side and Center crank. The term Side crank 
refers to a disc plate or a crank attached to one 
end of a shaft and in which is placed the crank 
pin. When the shaft extends to the right the 
engine is called a right hand engine, and when it 
extends to the left it is called a left hand engine. 

The term Center crank refers to a shaft with 
the crank in the center, the shaft extending 



YOUNG ENGINEER'S GUIDE. 



equally both ways and so constructed as to be 
very well balanced. It is optional as to which 
gives the best results as both kinds are used 
upon all sizes of engines. 

CRANK-PIN. 

The Crank-Pin connects the connecting rod 
and crank. It is made of steel, and special care 
should be taken to keep the crank-pin well oiled. 
If allowed to run dry and cut, it will soon heat 
and ruin both pin and boxes. If once allowed to 
become cut, it will be impossible to prevent it 
from heating. 

LINK REVERSE. 

The I/ink Reverse is composed of two 
eccentrics and rods, link, block and slide, also lever 
and quadrant for holding link in any position. 




Link Keverse. 

The duty of the link is to reverse the engine by 
simply thro wing the reverse lever backward and 
forward. The speed of the engine can also be 
reduced and increased by the same operation. 



70 YOUNG ENGINEER'S GUIDE. 

RUMELY TRACTION ENGINE. 

In the construction of this engine, which is 
of the side crank, rear gear style, it will be seen 
that the engine is in a different position -upon 
the boiler from the ordinary side crank, having 
the cylinder forward, and the crank shaft at the 
rear end. The frame is of the girder pattern, 
with overhanging cylinder attached to one end, 
the pillow block bearing at the other, and is 
secured to the boiler by two brackets. 

The engine is supplied with a Cross-head 
Pump, Link Revers Gear, Friction Clutch, 
Automatic Oiler, Governor, Large Cylindrical 
Water Tank on the side, and Tool Boxes upon 
the Platform. 

The boiler is of the round bottom fire box 
or locomotive style, has the dome in front, and 
the ash pan is in the lower part of the fire-box. 

It is mounted upon the traction wheels by 
brackets attached to the rear end of the boiler, 
which contain the main axle. The front end 
rests upon a trussed axle. 

The traction wheels are high, and are of the 
wrought iron rim direct spoke type. The loose 
traction wheel is furnished with a locking device 
for securing it to the axle. 

In the arrangement of the engine and the 
high traction wheels, the driving or band wheel 
is placed between one of the traction wheels and 
the boiler. The necessary fittings are furnished 
with both boiler and engine to keep them in 
good running order and perfect^ safe if properly 
handled. 



YOUNG ENGINEER'S GUIDE. 



71 




72 YOUNG ENGINEER'S GUIDE. 

LINK. 

The I/ink is that part which holds the link 
block and is connected at each end to the eccen- 
tric rods; it is used only on reversing engines. 
The link is made on a curve, so that when the link 
block is at either extreme end the valve is oper- 
ated to its full movement. When the block is in 
the center of link, the valve covers both ports 
and prevents the ingress of steam to the cylinder. 

The I/ink Block is attached to the slide 
which connects it to the valve rod. The valve 
rod connects the slide and valve, and where it 
enters the steam chest is packed in like manner 
to the piston rod. 

REVERSE LEVER. 

The Reverse I/ever is that part of the 
valve gear connected with the iink for raising 
and lowering it, thereby changing the travel of 
the valve and reversing the motion of the engine. 
Wlien the reverse lever is placed in the center 
notch of quadrant, the lap of slide valve should 
cover both steam ports, preventing any steam 
from entering the cylinder, thus stopping the 
engine. In moving this lever from the center 



YOUNG ENGINEERS GUIDE. 73 

notch, it either drops or raises the link as the 
case may be, increasing the travel of the valve 
and allowing steam to enter the cylinder. When 
the reverse lever is thrown into the outside 
notch of quadrant at either end you get full travel 
of the valve which gives full power of engine, 
providing you have sufficient steam pressure. 
ECCENTRICS. 

The Eccentric on an engine is for the pur- 
pose of moving the valve back and forth upon 
the valve seat and has a throw equal to the 
travel of the valve. The throw of eccentric is 
caused by the wheel or plate being bored to one 
side of its true center, and generally equals one- 
half the travel of the valve. If more or less, the 
difference is caused by the use of rocker arm or 
similar devices for increasing or diminishing the 
throw of eccentric as the case may be. The 
eccentric is accurately fitted and fastened to the 
main shaft of the engine with set screws or key. 

ECCENTRIC STRAP. 

The Eccentric Strap is that part of the 
engine in which the eccentric revolves, and is 
attached to link by the eccentric rod. It should 
be kept well oiled to secure a free and easy move- 
ment to the link. 



74 YOUNG ENGINEER S GUIDE. 

On reversing engines there are two eccentrics 
exactly alike, one connecting with upper end of 
link, the other with lower end by the eccentric 
straps and rods. In this case the eccentric rod 
that is moving the valve is the one nearest to the 
link block. When the lever is in the center notch 
the link is also in the center of its travel. In 
this case, both of the eccentric rods move an 
equal distance and the link vibrates back and 
forth, bait as the block is in the center it gives no 
motion to the valve, and as the valve, having 
sufficient lap, covers both ports when the 
lever is in this position prevents the ingress of 
steam to the cylinder, consequently no motion. 

ECCENTRIC ROD. 

The Eccentric Rod connects the eccentric 
to the link, two being used on a reversing engine. 
On a simple engine only one eccentric rod is used 
and is connected to a rocker arm which is at- 
tached to the valve rod. 

WOOLF VALVE GEAR. 

The Woolf Valve Gear is used in connec- 
tion with an engine to reverse its motion . It is ar- 
ranged with one eccentric attached to the crank 
shaft the strap of which has a long arm cast on, 



YOUNG ENGINEER'S GUIDE. 75 

to which the eccentric rod that moves the valve 
is attached. This arm is also supplied with a 
roller, which runs in a slot on a rocking head. 
This head is held in position by a box andiscon- 




Woolf Valve Gear. 

nected to the reverse lever by a rod. By throw- 
ing the reverse lever to either end of the quadrant^ 
the position of the rocking head is so placed that 
the roller in the slide operates the eccentric strap, 
rod and valve, and the engine will run in the di- 
rection desired . By throwing the reverse lever to 
the opposite end of the quadrant, the position 
of the rocking head is so changed that it will re- 
verse the motion of the valve, and the engine 
will run in the opposite direction. 

The Quadrant being notched, the point of 
cut-off can be regulated with the reverse lever, 



76 YOUNG ENGINEER'S GUIDE. 

according to the load; by placing it in the last 
notch in quadrant when full power of engine is 
required, or notching it up when doing light 
work, the same as with the link reverse gear. 

GOVERNOR. 

The Governor contains a valve so con- 
structed and connected with the weighted balls 
that an increase of speed of the engine throws 
out the balls, which raises the arms attached to 



Gardner Governor. 

valve rod, thereby closing the valve and thus de- 
creases the flow of steam through the governor 
valve and reduces the speed of engine until the 
governor balls are again in their true position. 



YOUNG ENGINEER'S GUIDE. 77 

Now, when the speed decreases and the weighted 
balls rise above their true position, the valve 
opens, allows more steam to enter the cylinder 
and the speed of the engine increases until the 
engine is again running at its proper speed. 

Governors are used to regulate the quantity 
of steam required to run an engine at a uniform 
speed under variation of load, and to run prop- 
erly they should be kept perfectly clean and free 
from the accumulation of gummy substances 
caused by using inferior oil, which has a ten- 
dency to interfere with the free and easy move- 
ment of the different parts. 

Q. If you desire to run your engine faster or 
slower with the throttle valve wide open, how 
can it be done ? 

A. Some makes of governors are provided 
with regulating screws at the top; by turning 
the hand nut in one direction you lengthen the 
valve stem and reduce the steam opening in the 
governor valve, which reduces the speed. 

To increase the speed of the engine the handle 
nut is turned the opposite direction, which short- 
ens the stem and increases the opening in gover- 
nor valve, allowing more steam to enter the cyl- 
inder and the speed is proportionately increased. 



78 YOUNG ENGINEER'S GUIDE. 

The Gardner Governors are provided with 
a hand screw at the side for regulating the 
speed, as will be seen by examining the accom- 
panying cut. It also has a Sawyer's Lever for 
opening the valve to its full extent, and a belt 
tightener. 

Q. Will the handle nut stay in position 
after once being set to a certain speed ? 

A. Not unless the check nut directly over 
the handle nut is screwed down tight to prevent 
the stem from changing its position. 

Q. Is a governor liable to cause trouble 
and fail to govern the engine properly ? 

A. All governors are more or less delicate 
in construction and must be kept clean and well 
oiled, the belt must not be allowed to slip, nor 
must it be so tight as to cause the governor to 
work hard. The small stuffing box that packs the 
valve stem should never be screwed down steam 
tight, as it causes too much friction on the stem 
and prevents the balls from operating it, and 
the engine will run unsteadily and spasmodically. 
Always allow the stuffing box to leak a little, 
then you know it is not too tight. 

First class governors may sometimes be con- 
demned for not regulating the engine to a uni- 



YOUNG ENGINEER'S GUIDE. 79 

form speed, when a good cleaning, oiling or loos- 
ening of the valve stem stuffing box nut would 
allow them to work perfectly. 

AUTOMATIC OILER. 

An Automatic Oiler is used on an engine to 
keep the cylinder, piston and valve lubricated, 
and is most essential for the safety and easy 
operation of these parts. It works automatic- 
ally and is supplied with a glass tube through 
which the oil can be seen passing into the cylinder. 
The feed can be regulated to allow just the re- 
quired amount of oil to pass into the cylinder. 

Where a sight-feed automatic oiler is used on 
an engine there can be no excuse whatever for the 
engineer to allow the cylinder to run dry and 
cut, as he at all times can see whether oil is pass- 
ing into it or not. 

Q. How do you fill an automatic oiler? 

A. ' Close valves D and E, open valve G to 
draw oif the water. Close valve G and take 
out filling plug C, fill A with oil and replace plug 
C, then open valve D, and the flow of oil to the 
cylinder can be regulated with valve E. 

Q. Will the oil feed as soon as the oiler is filled? 



$0 



YOUNG ENGINEER'S GUIDE. 



A. No; time must be given for sight feed 
glass and condensing chamber to fill with water 
of condensation. 




DESCRIPTION. 

Oil Reservoir. 

Filler Plug. 

Water Feed Valve. 

Regulating Valve. 

Condensing Chamber. 

Drain Valve. 

Sight-Feed Glass. 

Plug to Insert Glass. 

Connection to Steam Pipe or Steam 

Chest. 
Drain Valve for Sight-Feed Glass. 



Single Connection Detroit Oiler. 

Q. How is a double connection automatic 
oiler attached? " 



YOUNG ENGINEER'S GUIDE. 



81 



A. First, the steam pipe must be drilled and 
tapped above the throttle with % or % inch gas 
tap, as may be necessary to receive the oil dis- 
charge pipe of oiler and put oiler in place. Then 




Double Connection Detroit Oiler. 

tap the steam pipe about 18 inches if possible 
above the top of the condensing chamber and fit 
in a % inch gas pipe for steam connecting tube, 
which attaches to the top of condensing chamber. 
(See illustration.) 

Where the steam pipe cannot be tapped 18 
inches above the condensing chamber, it may be 



82 



YOUNG ENGINEER'S GUIDE. 



tapped lower down and the steam connecting 
tube of required length be bent in a horizontal coil. 
With the single connection oiler it is only neces- 
sary to drill and tap one hole in the steam pipe. 




Double Connection Detroit Oiler. 

Q. Should oiler become clogged, how can it 
be cleaned? 

A. Open the valves, by which steam can be 
forced through it, and all the passages will be 
cleaned. This can be done without stopping 
the engine. 

Q. If oiler is not in use and in danger of 
freezing, what should be done? 

A. Leave valves D, G and E open, and all 
water will be drained off. 

Q. If the glass tube in oiler should get 
broken, what should be done? 



YOUNG ENGINEER'S GUIDE. 83 

A. Shut valves D and E, remove broken 
glass and replace with new. 

Q. How can oil be prevented from sticking 
to lubricator glasses? 

A. A very simple remedy is to fill the glass 
with glycerine and let the oil feed through it. 

INJECTOR. 

An Injector is an automatic machine at- 
tached to a boiler, for injecting or forcing water 
into it and at the same time heating the water 
to a very high temperature, -which saves fuel 
and prevents the danger of sudden contraction 
of the plates and flues. It can be used inde- 
pendently and is indispensable on a farm engine. 

In piping an injector to boiler, use as short 
and as straight pipes as possible and especially 
avoid short turns. Take steam directly from 
boiler, and have a globe valve in steam pipe close 
to injector; have the water suction or supply 
pipe independent of any other connection, and it 
must be supplied with a globe valve close to in- 
jector. This pipe and connections must be 
absolutely air tight; the slightest leak will cause 
trouble. The discharge pipe to boiler must be 
supplied with a tight and reliable check valve. 



84 



YOUNG ENGINEER'S GUIDE. 



If valve leaks, the injector will become hot and 
cause no end of annoyance. It is a good plan 
to put a stop valve between check and boiler in 
discharge pipe, so that check valve maybe taken 



STEAM 



WATER 




TO 
BOILER 



American U. S. Injector. 

off and repaired, or a new one put on without 
loss of time. A foot of straight pipe screwed 
into the overflow assists in starting an injector, 
especially at low pressure. 

Q. How do you start an injector to work ? 



YOUNG ENGINEER'S GUIDE. 85 

A. To start an injector, open the suction 
valve wide, then open steam valve. If water 
appears at the overflow, close and open quickly 
the suction valve, opening only about % of a 
turn if at low steam pressure, and one turn or 
more if at high steam pressure, regulating the 
water supply according to steam pressure. The 
injector is controlled entirely by the valve in 
suction pipe, or by the suction lever after the 
steam is turned on. 

Q. Will an injector work with hot supply 
water? 

A. An injector will not work if the water 
that is delivered from the tank is too hot to con- 
dense the steam. 

Q. What are the principal causes of an in- 
jector not working accurately ? 

A. Leak in suction pipe, supply cut off by 
strainer being clogged, loose lining inside the 
the hose, leak in the stem of valve, too little 
steam pressure to lift, dirt in the tubes, red lead 
blown or drawn in through steam or supply 
pipe, bad check valve, not lift enough or none at 
all, new boiler full of grease, wet steam, obstruc- 
tion in the connection to the boiler. - 



86 YOUNG ENGINEER'S GUIDE. 

If injector fails, examine at all of these 
points before condemning. The most common 
trouble is a leaky suction. 

In describing the method of connection and 
operating an injector the foregoing may have 
to be modified in some instances, as there are a 
great many different kinds and styles of injectors 
-which operate and connect differently, but the 
above if followed carefully and with a little dis- 
cretion -will be found useful. 

Bear in mind, however, that the injector does 
not start to work to boiler as soon as it gets 
the water . At first the water will run out of the 
overflow. At this point you start the injector 
working to the boiler by closing and opening 
the water valve as quickly as possible with a 
jerk, or as nearly with one motion as you can. 

Q. How do you find the maximum and 
minimum capacity of injectors ? 

A. Injectors are controlled entirely by the 
suction valve after steam is turned on. To find 
the maximum capacity of an injector after 
starting, gradually open the suction valve in 
supply pipe until steam "breaks" and -water 
comes out of the overflow, then start theinjector 
again and you will know about how far the 



YOUNG ENGINEER'S GUIDE. 



87 



suction valve can be opened without causing 
the "break." 

To find the minimum capacity of the injector, 
manipulate the suction valve in the same manner 
in exactly the opposite direction. 

DIRECTIONS FOR OPERATING WORLD INJECTOR. 

See that the injector is shut off when put on, 
by turning the handle as far to the right as it 




American World Injector. 

will go. To start, turn handle to the left one- 
quarter turn; when the water appears at the 
overflow, turn the handle slowly to the left as 
far as it will go, and the inject or will be working 
to the boiler. 

If steam is high and lift long, the injector 
will lift the water better if the handle is turned 



88 YOUNG ENGINEER'S GUIDE. 

a little less than a quarter of a turn, until the 
water appears at overflow — then start to boiler 
as before. 

If you have valves in steam and suction 
pipes, be sure and open them before starting. 

Q. How high will an injector draw its 
supply? 

A. About twenty feet is the limit. 

Q. How hot does an injector deliver water? 

A. From 150 degrees to 200 degrees, ac- 
cording to the steam pressure and the propor- 
tions of its capacity at which injector is working'. 

Q. How should the jets be cleaned when 
they become scaled ? 

A. By soaking in diluted muriated acid, 
about one part acid to ten parts water. 

THROTTLE. 

The Throttle on an engine is the valve 
which allows the steam to enter or be shut off 
from the cylinder and should always be left wide 
open on a governor engine when running, as the 
governor regulates the quantity of steam re- 
quired to run it at its proper speed and is much 
more economical. 



YOUNG ENGINEER'S GUIDE. 



There are different styles of valves used for 
throttles, such as Globe Valves, Butterfly Valves, 
Disc Valves, etc. 




Lunkenheimer Throttle Valve, 

The Lunkenheimer is a double disc valve, 
and is operated by the handle or rod attachment, 
and requires no lock or ratchet. 

STEAM PUMP. 

An Independent Steam Pump is virtually 
an engine with two cylinders, one for the steam 
piston, the other for the water piston or plunger, 
and is used in connection with a steam boiler 
for supplying it with water. The discharge pipe 
of a pump is generally connected with a feed 
water heater of some sort, which heats the water 



90 



YOUNG ENGINEER'S GUIDE. 



to a high temperature before entering the boiler, 
though there is a late pattern of steam pump 
which delivers the feed water to the boiler at 
about the same temperature as the injector. 
The cylinder of steam pump should always be 




J. I. Case Steam Pump. 

well oiled before starting in the morning and 
stopping at night. The stuffing boxes on piston 
and valve rod should in all cases be kept well 
filled with soft and moist packing. If the pack- 
ing is allowed to become dry and hard, it will 
cut the rod, inducing leakage and necessitating 



YOUNG ENGINEER'S GUIDE. 91 

repairs. When a steam pump is riot in use in 
cold weather all the drain, drip and pet cocks 
should be left open, to allow the water to run 
out. While most farm engines are furnished 
with an independent steam pump, some are 
equipped with what is called across-head pump. 

A Cross-Head Pump is operated by a plun- 
ger attached to the cross-head of engine and has 
two valves, a supply and a discharge valve, also 
is supplied with an air chamber. This style of 
pump is available only when engine is running. 
Engines with a cross-head pump should always 
be supplied with an injector to be used incase of 
failure of pump to work and while engine is shut 
down. The cross-head pump is connected to the 
heater in the same manner as an independent 
pump. 

Q. How high will the steam pump lift water? 

A. A steam pump will lift or draw water 
about 33 feet, as with one inch area, 33 feet of 
water will weigh 14.7 lbs., but the pump must 
be in very good order to lift 20 feet and all pipes 
must be absolutely air tight. A pump will give 
better satisfaction lifting from 10 to 15 feet. No 
pump however good will lift hot water, for the 
reason that as soon as air is expelled from the 



92 YOUN& ENGINEER'S GUIDE. 

barrel of the pump the vapor occupies the space, 
thereby destroy s the vacuum and interferes with 
the supply of water. When necessary to pump 
hot water, place the pump below the supply, so 
that the water will flow into the valve chamber . 
Always have a strainer at lower end of suction 
or supply pipe. A pump should be set up so 
that it is accessible for inspection, cleaning and 
repairs, and so that the shortest and straightest 
suction and delivery pipes can be used. 

MARSH STEAM PUMP. 

The Marsh Steam Pump is so constructed 
that the exhaust steam may be turned into the 
suction, thereby condensing its exhaust steam 
and returning it with its heat to the boiler, thus 
heating the feed water to a high degree. 

The pump is automatically regulated and 
can neverrun too fast to take suction, or should 
the water supply give out when the throttle 
valve is wide open no injury can occur to the 
moving parts. 

The steam valve, though nicely fitted, moves 
freely in the central bore of the steam chest, and 
has no mechanical connection with other moving 
parts of the pump, but is actuated to admit, cut 



YOUNG ENGINEER'S GUIDE. 93 

off and release the steam by live steam currents 
which alternate with the reciprocation of the 
piston. 

Each end of the valve is made to fit the en- 
larged bore of the steam chest, and it is due to 
these large valve heads, which present differen- 



MARSH PUMP. 

Capacity 10 to 35 Horse Power. 

tial areas to the action of steam and the perfect 
freedom of the valve to move without hindrance 
from other mechanical arrangements or parts, 
that the flow of steam into the pump is auto- 
matically regulated. 



94 



YOUNG ENGINEER'S GUIDE. 



The steam valve does not require setting, as 
it has no dead center and will always start 
when steam is admitted. 

The steam piston is double and each head is 




View of Marsh Steam Pump, Showing Water Valves, Steam Valves, 
Suction Chamber and Piston. 

provided with a metal packing ring. The piston 
rod is made of Tobin bronze, the stuffing boxes 
and water piston are made of brass, and the 
water cylinder is brass lined. The water valves 
may be removed forinspection by simply taking 
off the air chamber. 



YOUNG ENGINEER'S GUIDE. 95 

DIRECTIONS FOR SETTING UP AND RUNNING. 

Before connecting the steam pipes, blow out 
with steam pressure the chips and dirt in the 
steam pipes. Always use the union furnished 
with the pump. It has a gauze gasket in it to 
catch the dirt that may get into the valve. Be- 
fore starting pump, open air cock in delivery 
pipe and turn exhaust lever back, away from 
the air chamber. Then open throttle valve 
wide and allow pump to exhaust into the air 
until it takes suction, when deflecting lever may 
be thrown forward toward air chamber and 
cold water in the pump will condense the exhaust 
and return it to the boiler. 

If pump refuses to work, the difficulty is to 
be looked for in the valve chest. Do not take 
off the chest. The valve may be taken out and 
cleaned but never filed. The valve must he 
returned through same end as taken from. Be- 
fore closing, be sure that the head is screwed 
tight on the valve, using the socket wrench fur- 
nished. 

When the pump is stopped, pull the exhaust 
lever back, so the condensed steam from leak of 
throttle valve will not go into the pump. It is 



96 YOUNG ENGINEER'S GUIDE. 

safer also in cold weather to take off head of 
water end. Slight but constant lubrication adds 
much to the regular working of the pump. Be 
sure there are no leaks in the suction pipe, and 
when water is raised more than 10 feet, a foot 
valve should be put in. Compress the packings 
on piston rod as little as possible and yet pre- 
vent the escape of steam. Before leaving the 
pump in cold weather, break the suction and 
allow it to run empty for a minute with all the 
cocks open, then be sure the throttle valve is 
closed tight. When necessary, pack the joints 
under the steam chest, side plate and air cham- 
ber with manilla paper or thin rubber. 

HEATER, 

The Heater is used on an engine in connec- 
tion with a boiler for heating the feed water be- 
fore it enters the boiler under steam pressure. It 
is usually constructed of a shell of cast or boiler 
iron into which live or exhaust steam is admitted . 
This shell usually contains a series of pipes or a 
coil of pipe, through which the feed water is 
forced by the pump, the water thereby being 
heated to a high temperature before entering 
the boiler. 



YOUNG ENGINEER'S GUIDE. 97 

EJECTOR. 

An Ejector is a machine for lifting water 
from various depths and forcing it to various 
heights with steam pressure, as follows : 

With 20 pounds steam pressure an ejector 
will lift water to a level from 16 or 17 feet below 
and force it to a height of 15 or 16 feet. 



American Ejector. 

With 60 pounds steam pressure will lift 20 
feet and force to a height of 60 feet. 

With 100 pounds steam pressure will lift 23 
feet and force to a height of 107 feet. 

An ejector may be placed in any position to 
suit the convenience in piping ; they require but 
three connections, steam, suction and delivery. 

JET PUMP. 

A Jet Pump is a machine used for drawing 
water and discharging it above the surface level. 



YOUNG ENGINEER'S GUIDE. 



It will draw water to a level from 10 or 15 feet 
below and discharge it at a height of about one 
foot to every pound steam pressure applied. 



SUCTION 




American Jet Pump. 

A jet pump has three connections, steam, 
suction and delivery, and may be placed in any 
position to suit convenience in piping. 

STEAM GAUGE. 

A Steam Gauge is an instrument used for 
indicating in pounds the amount of steam press- 
ure upon each square inch of surface of the 
boiler. It is very delicately constructed, and 
should not be tampered with after once being 
set to indicate correctly. If a steam gauge is 
found not to indicate the exact pressure in the 
boiler it should be sent to the factory for repairs. 
Never attempt to repair it unless all the appli- 
ances for so doing are at hand. 



YOUNG ENGINEER'S GUIDE. 99 

A steam gauge should always be placed on 
a boiler with a syphon, or by tying a knot in 
the pipe between it and the boiler, so that the 
steam may condense, thereby allowing the water 
to operate it. If steam is allowed to enter, the 
heat would tend to expand the tube in the gauge 
and it would indicate more than the real pressure. 




Ashcroft Steam Gauge. 

A steam gauge is usually constructed with a 
hollow, flat tube, called the Bourdon spring. This 
tube is bent in a simple curve and fastened at 
one end, the other end is free and by a simple 
clock work actuates the pointer which indicates 
upon the dial the steam pressure per square inch 
upon the boiler. 



100 YOUNG ENGINEER'S GUIDE. 

Q. What should be done in case the steam 
gauge becomes defective ? 

A. When the steam gauge has become 
broken by freezing or otherwise, and there is 
none on hand, the engineer may run by setting 
the safety valve so that it will blow off within 
from ten to fifteen pounds less than it is ordi- 




Interior Ashcron Steam Gauge. 

narily set at, and then by careful firing, run until 
a new gauge can be procured, which should be 
done without delay. 

Some engineers have been known to make a 
practice of running without a steam gauge. 

Q. Would you recommend this method? 



YOUNG ENGINEER'S GUIDE. 101 

A. No, it must be resorted to only in case of 
a sudden accident and where shutting down 
would cause great loss. Every engineer should 
have an extra steam gauge on hand, to be used 
in case of accident to the one in use. 

SAFETY VALVE. 

Safety Valves, or pop valves, as they are 
sometimes termed, are made in many different 



Kunkle Safety Valve, 
kinds and styles, but the one most commonly 
used on a farm engine is constructed with a coil 



102 YOUNG ENGINEER'S GUIDE. 

spring, which is adjustable, to allow the valve 
to pop off at a certain pressure. When the 
pressure exceeds this amount, it raises the valve 
from its seat and allows the surplus steam to 
escape. It should be set with the steam gauge, 
to allow a little margin of sta m pressure over 



Kunklo Safety Valve, Sectional, 
that which is necessary to drive the load, and 
should be compared with the steam gauge fre- 
quently to see that it works accurately. It is 
furnished with a lever for raising the valve, 
which should be raised occasionally to see that 
it operates freely. 



YOUNG ENGINEER'S GUIDE. 103 

The safety valve being set with steam gauge, 
the gauge should be watched when safety valve 
blows off. If it indicates more or less than the 
gauge something is wrong, the valve marked 
incorrectly or the steam gauge is out of order. 
In case the safety valve and steam gauge do not 
register alike, the valve should be examined to 
see that the valve is not stuck in its seat, and 
should be thoroughly cleaned of all sediment; 
then put back in place again and compared with 
the steam gauge as before. If they do not reg- 
ister alike, the gauge should be examined. 

Q. Is not a safety valve attached to a 
boiler to prevent explosion and loss of life? 

A. The Safety Valve is only intended to 
prevent an explosion from excessive steam press- 
ure, and should never be set to hold more than 
the required pressure to give the rated power for 
which the engine is designed. 



104 YOUNG ENGINEER'S GUIDE. 

GLASS WATER GAUGE. 

A Glass Water Gauge is a device attached 
to a boiler to show the level of water in the 



Lunkenheimer Water Gauge. 

boiler. It consists of a glass tube ten or twelve 
inches long, with an angle valve attached at 



YOUNG ENGINEER'S GUIDE. 105 

each end. The lower valve enters the boiler 
below the water line, the top valve enters the 
boiler above the water line in the steam space. 
The ends of the glass are made steam and water 
tight by means of rubber gaskets and stuffing 
boxes. As -water will seek its own level, the 
height of water in the boiler will show a corre- 
sponding height in the glass, and the engineer at 
a glance knows just how high the water in the 
boiler is above the flues and crown sheet. 



BLOW OFF VALVE. 

The Blow Off Valve is an angle or globe 
valve attached to the lower part of a boiler for 
the purpose of blowing off the sediment accumu- 
lated by the use of impure water, and should be 
used more or less frequently according to the 
condition of the water used, but never less than 
once a week. There is also a surface blow off 
which is attached to the boiler at about the 
safe water level for the purpose of blowing off 
the scum which accumulates on top of the water. 
This scum should be blown off once or twice a 
day. 



1C6 YOUNG ENGINEER'S GUIDE. 

GAUGE COCK. 

A Gauge Cock is a stop cock attached to 
a boiler to ascertain the height of water in the 
boiler. There are generally two and sometimes 
three gauge cocks attached to a boiler. The 
lower one enters the boiler as low down as it is 
deemed safe to allow the water to get, while the 
upper one enters the boiler sufficiently high to 



Lunkenheimer Gauge Cock. 

avoid getting too much water. Where three 
gauges are used, the middle one enters the boiler 
at about the proper water level. They should 
be opened frequently to keep them free from cor- 
rosion, being sure to close them tightly to pre- 
vent leaking. 

CYLINDER COCKS. 

Cylinder Cocks are used in connection with 
the cylinder to allow the water accumulated by 



YOUNG ENGINEER'S GUIDE. 107 

the condensing of steam in the cylinder to escape, 
and should be opened every time the engine is 
started or stopped. This should never be neg- 
lected, as great damage may be caused by the 



Lunkenheimer Cylinder Cock. 

breaking of the follower plate or cylinder head. 
They should also be left open when engine is 
shut down, and at night in cold weather to pre- 
vent freezing and the consequent damage. 

CHECK VALVE. 

A Check Valve is the valve on the feed 
pipe between pump or injector and the boiler. 
The check valve is so constructed that the press- 
ure of the feed water from the pump or injector 
lifts the valve from its seat and the water passes 
into the boiler. Immediately after the pressure 
from the pump or injector is released, the pressure 
from the boiler closes this valve and prevents 



108 YOUNG ENGINEER'S GUIDE. 

the water from being forced back into the pump 
or injector. There are two check valves used in 
connection with a pump, one on suction, the 
other on delivery pipe. 

Q. How can check valves that get stuck 
open be closed? 

A. By simply tapping them slightly with a 
light hammer. 

Q. Should this be practiced? 

A. No, when they stick at all they should 
be opened and thoroughly cleaned as soon as 
pressure can be shut off. 



COMPRESSION GREASE CUP. 

Compression grease cups are used exten- 
sively on engines for lubricating the crank pin 
and wrist pin, also pillow block bearings for 
crank shaft ; in fact this method of lubrication 
for all kinds of bearings and journals is becom- 
ing universally adopted. 

In construction the Besly Bonanza Cup is 
simple and durable. The outer casing is threaded 
and fits tightly over the bottom part of cup. 
After the cup has been put in place, remove the 



YOUNG ENGINEER'S GUIDE. 



109 



top part, fill it with Hehjiet oil or grease and 
screw it on the lower part for two or three 
threads. The cup is then in working order. 







To insure a plentiful supply of grease to the 
journal or bearing, all that is necessary is to give 
the top part of cup an occasional turn. 

C. H. Besly & Co.'s Helmet Solid Oil is for 
use in compression cups, and is a perfect lubric- 
ant, in fact it is said to be the best. 



110 YOUNG ENGINEER'S GUIDE. 

MINNEAPOLIS TRACTION ENGINE. 

The engine is supplied with a return-flue, 
straw, wood and coal burning boiler. The 
shell of the main flue is cylindrical in shape, but 
tapers toward the front end. By this arrange- 
ment the return flues can be set lower at the 
front end, which it is claimed has some advan- 
tage in protecting front end of flues when ascend- 
ing steep hills. 

The steam used is superheated by being con- 
ducted through a pipe which extends from the 
top of the dome on the inside of boiler through 
the front head and smoke stack to the steam 
chest. 

The engine is of the Side Crank, Side Gear 
style, the frame of which is the girder pattern 
with bored guides, and has an overhanging cyl- 
inder attached to one end, and contains the pil- 
low block bearing at the other. 

It is fitted with the Woolf Valve Gear for 
reversing, Friction Clutch, Cross-head Pump, 
Injector, Syphon for filling water tank on front 
end, and a large Foot Board with Tool Boxes 
attached. The wheels are of steel, and the trac- 
tion or drive wheels are furnished with malle- 
able mud cleats extending diagonally across the 
entire width of tire. 

The boiler is safe with proper care, econom- 
ical in fuel, and the engine moves over the road 
rapidly. Although simple in its general con- 
struction, it has all the appliances and fittings 
necessary on a traction engine. 



YOUNG ENGINEER'S GUIDE. 



Ill 




112 YOUNG ENGINEEK'S GUIDE. 



TRACTION ENGINES. 

Traction Farm Engines are becoming more 
generally used each year, and to supply the in- 
creasing demand for traction engines, the manu- 
facturers have spared no expense or mechanical 
skill to place upon the market the latest im- 
provements in this line, and a great many kinds 
of this class of engine now made in the United 
States are simply perfect. They travel over the 
roughest roads, up and down steep hills with 
heavy loads, and the engine is at all times en- 
tirely under the control of the engineer. In fact, 
there is no class of engines that has had a more 
marked advancement toward perfection in the 
past few years than the farm traction engine. 

As this class of engines in the majority of 
cases goes into the hands of men inexperienced 
in the handling of machinery, they are subjected 
to the very hardest usage and neglect, which, of 
course, hastens their destruction. Every pur 
chaser of an engine should acquire sufficient 



YOUNG ENGINEERS GUIDE. 113 

knowledge of the operating and handling of it 
so that he will know when it is properly cared for. 
No engine has to run at more variable speeds 
than a traction engine. It is very important for 
this reason that the steam ports should be of 
sufficient area to admit of a very high piston 
speed, and allow the steam to follow the piston 
at the necessary velocity. Small ports are use- 
less, as when the link is notched up, and the travel 
of the valve thereby reduced, the openings are 
too cramped for the steam to pass in and out 
of the cylinder comfortably. The result is, that 
the slide valve is forced off its seat and the 
engine primes as soon as any great speed is 
attained. It is easy to tell by the sound of the 
exhaust if the ports are rightly proportioned, 
and whether running at high or low speed, the 
engine should give a clear and distinct exhaust 
at every stroke of the piston. 

GEARING. 

The power of the traction engine is trans- 
mitted to the traction wheels by a series of gear- 
ing, all of which should be made from accurately 
cut patterns to insure the teeth meshing per- 
fectly to prevent them from cutting and grinding 
out, and of sufficient strength to withstand the 



114 YOUNG ENGINEER'S GUIDE. 

very rough usage to which they are subjected. 
The gearing of an engine should never be run 
without first greasing them thoroughly with a 
good quality of solid oil or axle grease, for if 
once you allow the teeth to cut, it will be impos- 
sible to stop them from cutting, the result being 
they will soon be ruined. The gearing on trac- 
tion engines are placed in many different posi- 
tions for transmitting the power to the traction 
wheels, as will be seen by examining the different 
illustrations given in this book. 

On a side gear engine the power is transmit- 
ted from a small pinion on the main shaft to an 
intermediate gear, from this gear to the differen- 
tial gear on cross shaft which is placed under 
the cylindrical part of the boiler against the 
fire box. To this shaft are keyed two small 
pinions at each end, which mesh in large spur 
gears fastened securely to the traction wheels. 

On a rear gear engine the power is transmitted 
from the small pinion on crank shaft to large 
spur gear attached to one end of cross shaft, 
which crosses the boiler at the rear end. To the 
other end of this shaft is attached a small pinion 
that meshes in the large differential gear which 
is attached to traction wheel and main axle. 



YOUNG ENGINEER'S GUIDE 115 

DIFFERENTIAL GEAR. 

The gearing on a traction engine must be so 
designed as to allow one of the ground or trac- 
tion wheels to run faster than the other, when 
turning engine either to right or left on the road. 
To accomplish this, the Differential Gear js made 
use of, and answers all purposes admirably. 

The Differential Gear on many styles of 
engines is attached to the cross shaft, while on 
others it is secured to the main axle, and, as 
generally constructed, consists of one large spur 
gear, having three or four bevel pinions placed 
in it at equal distances apart and from the cen- 
ter of main gear. These pinions revolve loosely 
on pins secured to the gear, and the spur gear 
runs loosely on the cross shaft or axle. At each 
side of the spur gear are placed bevel gears, 
meshing into the bevel pinions, one of which is 
keyed fast to the shaft or axle, while the other 
is firmly bolted to small pinion that drives the 
traction wheel, or to hub of the traction wheel, 
which also runs loosely on its axle. 

This device allows one drive wheel to remain 
idle while the opposite wheel may revolve as 
fast as is required to make the turn. 



116 YOUNG ENGINEEK'S GUIDE. 

Differential Gears should be kept well greased 
with solid oil or axle grease to prevent the cogs 
from being cut and wearing away rapidly. 

r 

FRICTION CLUTCH. 

This attachment on a traction engine is 
almost indispensable as it allows the engineer to 




J. I. Case Friction Clutch. 



give the whole power of the engine instantly to 
the traction gear in getting the engine out of 
bad places, or to move the engine backward or 
forward with so little apparent effort as to be 
almost imperceptible, while the engine may be 



YOUNG ENGINEER'S GUIDE. 117 

running at full speed; also for tightening the 
main drive belt when attached to machinery 
without stopping the engine. 

The friction clutch shown in illustration is 
constructed as follows: The friction pulley is 
constructed with a friction ring upon its arms, 
the outer ring acting as a guard or protection, 
the friction ring being turned accurately to re- 
ceive the wooden shoes attached to the driving 
arm; these wooden friction shoes are fitted to 
the outer surface of the ring as well as the inner, 
all being connected to one set of levers; so when 
force is applied to engage the friction to start 
the engine there is no tendency or danger of 
bursting the rim, as the pressure is equal on 
both sides of it. The pulley is keyed to the 
crank shaft, while the driving arm, with driving 
pinion secured firmly to it, runs loosely upon the 
shaft. Upon the hub of driving arm is placed 
a sliding sleeve with lever attached, which con- 
nects with toggle levers beneath the sliding 
pieces which contain the wooden friction shoes, 
the "whole being operated by the sliding strap 
from foot-board of engine near by the reverse 
lever. This makes a strong and convenient ar- 
rangement for transmitting power. 



118 YOUNG ENGINEER'S GUIDE. 

Many other styles of clutches are made by 
engine builders, adapted to their particular style 
of engines, a common way being to have the 
shoes tighten against the inner rim of the fly 
wheel. This is not deemed as good an arrange- 
ment, for the reason that the pressure or strain 
is all outward against the rim, though their being 
used extensively indicates good results. 

When operating a friction clutch, always 
draw or push the lever over gradually. By do- 
ing this the engine will start slowly and easily, 
while if the lever is jammed over suddenly, the 
engine will start with a jerk, which is liable to 
damage the traction gear. The latter should 
never be done unless absolutely necessary to get 
the engine out of bad places on the road. 



YOUNG ENGINEER'S GUIDE. 119 

QUESTIONS WITH ANSWERS, 

Concerning the Operation and Care of Steam 
Engines and Boilers. 

Q. What should be done first, after receiving 
a new engine, to prepare it for running properly? 

A. If a traction or farm engine, remove the 
box containing the fittings and tools, from the 
fire box, and see that the grates are in their 
proper places. Also take out the tools which are 
packed in the smoke box at front end of boiler. 
Then, with waste or rags well saturated with 
kerosene, turpentine or benzine, wipe off all the 
grease that the manufacturer has put on to pro- 
tect the bright work from rusting. After this 
has been thoroughly done, clean every oil hole 
and bearing found upon the engine, of all dirt 
and cinders. Special attention should be given 
to this, as if dirt and cinders are allowed to 
remain, the bearings will cut and heat. 

Q. After this is done thoroughly, what 
next? 

A. Take all the fittings from the box and 
clean them carefully, fit each oil cup to its 
proper place and screw them in tightly with a 
wrench, to prevent them from working loose and 
falling off while engine is running on the road. 



120 YOUNG ENGINEER'S GUIDE. 

Fill all cups with good oil, lard oil for bearings, 
good cylinder oil for the automatic ciler, which 
oils the cylinder and valve, and solid oil for both 
grease cups at crank and cross head. Then put 
the steam gauge, the glass water gauge, gauge 
cocks, safety valve, whistle, surface blow-off and 
blow-off valves, cylinder cocks, governor belt, 
etc., in their proper places; all fittings should be 
screwed up tight with a wrench. Examine the 
stuffing boxes and see that they are all well 
packed and cleaned. 

Q. The fittings all being attached, what 
next? 

A. Proceed to fill the boiler with water by 
unscrewing the cap from filling plug located on 
top of boiler near the steam dome, screw funnel 
on plug, and fill boiler with as clean soft water 
as is obtainable. 

Q. How much water is required in the 
boiler before starting fire? 

A. Pill the boiler until the "water shows 
about one and one-half inches in the glass water 
gauge, or have a free flow of water from the 
lowest gauge cock. 

Q. After the boiler is filled with water to 
the proper level, what next? 



YOUNG ENGINEER'S GUIDE. 121 

A. Start a moderate fire with, dry wood in 
the furnace or fire box, and open the draught 
damper wide. Add fuel slowly, and while 
steam is being raised take your oil can and 
wrench and examine the engine thoroughly at all 
its parts. See that every screw and bolt is tight 
and that none of the oil holes have been over- 
looked. 

If a traction engine, examine all the gearing 
and see that all gears, axles and bearings are 
thoroughly greased and oiled — grease for gears 
and axles, oil for bearings. 

If firing with coal, keep the grates well cov- 
ered with a thin layer. Do not throw in large 
lumps or too much fresh coal at one time. A 
thin fire lightly and frequently renewed, is the 
most economical. 

Q. Is the natural draught .of the boiler 
enough to enable steam to be raised quickly? 

A. No. The boiler and water being cold 
the fire will not burn briskly, but as soon as 
steam pressure shows upon the steam gauge, 
turn on the blower, which will force and increase 
the draught; then with good fuel, any desired 
steam pressure can be raised quickly. 



122 YOUNG ENGINEER'S GUIDE. 

Q. Must the blower be used when the engine 
is running to keep up sufficient steam pressure? 

A. No. When the engine is started, the ex- 
haust steam is discharged from the cylinder first 
through the heater, then into smoke-stack, pro- 
ducing the same effect as the blower. 

Q. If the boiler steams too fast, what should 
be done? 

A. Simply close the damper. Do not open 
the fire door, as the fire door should never be 
opened unless absolutely necessary, nor should 
it be kept open longer than is needed, as the cold 
air admitted through it injures the boiler and is 
wasteful of fuel. 

Q. After sufficient steam is raised, how do 
you proceed to start the engine? 

A. Before turning steam on the engine, go 
to the fly wheel and turn it a few times to see 
that everything is all right and no obstacle in 
the "way to prevent the engine from running 
when steam is applied, being sure to leave the 
crank pin off the center to enable the steam 
to start the engine when throttle valve is opened. 
Next, open both the cylinder cocks, then the 
throttle valve just a trifle to allow a little steam 
to enter the cylinder, to warm it and expel the 



YOUNG ENGINEER'S GUIDE. 123 

water of condensation. Then open the throttle 
gradually, and if everything is right, the engine 
will move off faster and faster until the proper 
speed is attained. After engine is thoroughly 
heated and is working dry steam, close the cyl- 
inder cocks and set the automatic oiler to work. 

Q. How do you obtain the proper speed, 
and how is the engine made to run steadily with 
the steam pressure so varied? 

A. The proper speed and steadiness in run- 
ning is maintained by the use of the governor, 
which receives its motion from the engine shaft 
by means of a belt. 

Q. Are the bearings of a new engine liable 
to heat when first started up? 

A. Not if proper attention is given to them. 
When starting a new engine the first time, it 
should be stopped frequently and the moving 
parts and bearings carefully examined. Feel of 
all the bearings, the link block, the eccentrics, 
crank pin, cross-head, etc., to ascertain if they 
are heating. If they are, slacken up the boxes a 
little, but not enough to make them knock or 
pound. Always be careful not to loosen or 
tighten bearings or keys too much; just a trifle 
at a time, but do it often, until the bearings and 



V?A YOUNG ENGINEER'S GUIDE 

boxes run cool, but tight. If this is done care- 
fully, the engine will run smoothly and quietly. 

Q. After the engine is started, what should 
be done next? 

A. Fill the tank on the engine with water 
and start the inject or to work, so that the prop- 
er level of water may be kept in the boiler. The 
independent pump if used, should now be fitted, 
connected and tried, to see if it i§ in proper shape 
to feed the boiler. If a cross-head pump is used-> 
it should be fitted and attached to water supply 
with the suction hose. In this case when the 
engine is running, the pump can be regulated to 
supply the required amount of feed water. 

Q. How is the boiler supplied with water 
while the engine is stopped? 

A. By the independent pump or injector. 

Q. Has the independent pump sufficient 
capacity to supply the boiler with water under 
all conditions? 

A. Yes, always, when running at a reason- 
able speed. 

Q. Why should an injector be furnished if 
the pump will supply the boiler? 

A. Many times through carelessness or 
otherwise the pump is prevented from working 



YOUNG ENGINEEK'S GUIDE. 125 

by dirt, straw, chips and other obstructions 
which find their way into the pump and hold 
the valves from their seats. In this case it is 
necessary to take the pump apart and remove 
the obstructions wherever found, which would 
necessitate stopping the engine and allowing the 
steam to go down, involving a large loss of 
time. Whereas if the engine is also supplied with 
an injecfor, should the pump fail, the injector 
can immediately be started and the pump ex- 
amined at leisure without loss of time and 
avoiding all danger of explosion. 

Q. Should the supply of feed water be con- 
tinuous while the engine is running? 

A . Yes. Gauge the speed of the independent 
pump so that it will furnish the required amount 
of water to the boiler. Regulate the feed of a 
cross-head pump, by the suction valve. By so do- 
ing, the boiler steams easier, the flues are not so 
liable to leak, and a uniform steam pressure can 
be easily maintained more economically. 

Q. How is a boiler supplied when engine is 
in motion? 

A. By the independent or cross-head pump. 

Q. When should the injector be used in pre 
ferenceto the independent pump? 



126 YOUNG ENGINEER'S GUIDE. 

A. There being no exhaust steam when 
engine is not running, no benefit is derived from 
the heater. Now, as cold water should never 
be forced into a hot boiler the injector becomes 
of great value, as it heats the feed water to a 
very high temperature before it enters the boiler. 

Q. Is there any independent steam pump 
made that heats the feed water before it goes 
into the boiler? 

A. See Marsh Pump description. 

Q. When engine, pump, and injector are 
found to be working properly, what next? 

A. If a traction engine, the engine should 
be reversed several times. This can be done by 
throwing the reverse lever forward and back- 
ward, to ascertain whether the valve is so set • 
that engine will run equally well both ways; 
then the traction gear maybe tried. If engine 
is supplied with a friction clutch, by simply press- 
ing the clutch lever gradual!}' until the friction 
shoes take hold, the engine will start slowly 
upon the road. This can be done while engine 
proper is running at full speed. 

The clutch lever should be held in one hand 
when first starting, so that in case of anything 
being wrong with gearing, it can be stopped im- 



YOUNG ENGINEER'S GUIDE. 127 

mediately by quickly loosening the lever. With 
the other hand, the steering wheel should be op- 
erated to guide the engine upon the road. When 
all is found to be working properly, and you 
wish to run the engine any distance, the clutch 
lever should be placed in notch provided for it ; 
this will hold the friction shoes securely to the 
wheel, and the engine will move along the road 
at full speed. 

Q. If the engine has no friction clutch, how 
do you proceed to start the gearing? 

A. Stop the engine and place the reversing 
lever in center notch, slide the spur pinion on 
main shaft into gear and open the throttle valve 
wide; then with the reverse lever in one hand 
(the steering wheel in the other) you can start 
engine upon the road by throwing the lever 
backward or forward, which should be done 
gradually at first, so that engine will start 
slowly. If all is right, by throwing the reverse 
lever in the last notch in quadrant, the engine 
will travel its full speed upon the road. 

Q. How should a traction engine be first 
started upon the road, forward or backward? 

A. Always forward, as you can see where you 
are going and can guide the engine more easily. 



128 YOUNG ENGINEER'S GUIDE. 

ADVANCE TRACTION ENGINE. 

In illustration is given the engine side of 
the Advance Engine, which is of the side crank, 
side gear type, with the engine placed at forward 
end of boiler. 

The cylinder is overhanging, and is bolted 
to the cylindrical 'formed engine frame which 
forms the front head. The frame is attached to 
the boiler with two brackets, and it contains 
the bored cross head guides and pillow block 
bearing. 

The engine has the Marsh Reverse Gear, 
Marsh Pump, Friction Clutch attached to band 
wheel, Injector, Governor and all necessary fit- 
tings. 

The boiler is the locomotive round bottom 
fire box style, with dome in center. It is 
mounted upon the traction wheels with axle 
arms attached to brackets bolted to the sides of 
fire box, in which are placed springs. 

The spokes of the wheels are cast in both 
hub and rim, the latter having mud cleats cast 
on. The platform has both Water Tank and 
Tool Box attached, and the steering wheel and 
band wheel are on the same side of the engine. 

The chains for the steering attachment are 
supplied with springs. 



YOUNG ENGINEER'S GUIDE 



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130 YOUNG ENGINEER'S GUIDE. 

Q. How should you guide a traction engine? 

A. There is no fixed rule for guiding a trac- 
tion engine upon the road. It must be learned 
by experience. Good judgment is required to 
make a success of it. One man should always 
handle both reverse lever and steering wheel 
when guiding an engine. 

Q. How should the steering chains be put 
on a traction engine? 

A. The chains should be so put on, that 
when the steering wheel is turned to the right, 
the engine turns to the right; when wheel is 
turned to the left, the engine turns to the left. 

REVERSING AN ENGINE, 

To reverse the motion of a plain Slide 
Valve engine, remove the cover of steam 
chest and place the engine on the dead center. 
Observe the amount of lead or opening that 
the valve has on the steam end, then loosen 
the eccentric and turn it around on the shaft, in 
the direction the engine is wanted to run, until 
the valve has exactly the same amount of lead 
at the other end; then turn the engine to the 
opposite center, to determine whether the lead 
at this end is the same as at the other; then 



YOUNG ENGINEER'S GUIDE. 131 

place the crank at half stroke top and bottom, 
and see that the port openings are equal in both 
positions, and replace cover. 

Q. What is dead center? 

A. The dead center of an engine is the point 
where crank and piston rod are in an exact line. 

Q. What is a half stroke? 

A. It is the point reached by the piston 
after traveling exactly one-half its travel. 

Q. What is the meaning of "lost motion"? 

A. Lost motion is looseness of the connect- 
ing rod at crank or wrist-pin, or looseness of the 
link or link block, cross-head and guides, main 
crank shaft and pillow block, caused by friction 
and wearing away of the metals and the neglect 
to take up the wear. 

The lost motion in all parts of an engine 
should be taken up frequently, to keep it running 
smoothly, but care must be taken not to tighten 
bearings or keys too tight. 

Q. What is lap and lead? 

A. Lap is the position of the valve which 
extends or laps over the edge of the ports when 
the valve is in its central position. That on the 
inside of the D is the inside or exhaust lap, while 
that at the ends of the valve is the outside lap 
and affects the admission and cut-off. 



132 YOUNG ENGINEER'S GUIDE. 

Lead is the amount of opening which is 
given to the port by the valve when the engine 
is on the center. 

Lead on a valve is the admission of steam 
into the cylinder before the piston completes its 
stroke. 

Q. How much "lead" should a valve hare? 

A. There is no general rule for the amount 
of lead that would be best suited for all makes 
of engines. It must be determined by the design 
or construction, speed and work required, to 
produce the best results for economy and quiet- 
ness in running. 

Q. What is a throttle engine? 

A. A throttle engine is one in which the 
speed is controlled by throttling the steam with 
a governor, as opposed to an automatic engine 
in which the speed is regulated by varying the 
point of cut-off at the valve. 

Q. What is the difference between a stroke 
and a revolution? 

A. A stroke is the movement of the piston, 
from one end to the other of cylinder. A revolu- 
tion takes two strokes of piston. 

Q. How are steam packing rings put on 
the piston head? 



YOUNG ENGINEER'S GUIDE. 133 

A. Remove the back cylinder head and take 
the piston and rod out of the cylinder, and stand 
it "head up." Then place the inside of the ring, 
opposite to the opening, against the side of the 
piston head next to you; gradually press the 
ring open with your hands, and it can be easily 
slipped over the head and put in place. 

Q. How is a piston put into cylinder? 

A. It is always entered from the back end in 
horizontal engines. The rings (if steam packing) 
should be carefully placed in position and com- 
pressed by the hand if piston is small, but if large, 
curved blocks of wood or a band of sheet iron 
can be used to support them until they enter 
cylinder. When the piston rod passes through 
the stuffing box, it should be supported at 
outer end to prevent cuttings 



134 YOUNG ENGINEEE'S GUIDE. 

WATERTOWN HIGH SPEED ENGINE. 

The frame of this engine is very heavy, with 
longitudinal and cross ribs securely bracing it. 
It forms the lower guide for cross-head, and con- 
tains the pillow block bearings at the front end. 
It also forms the front cylinder head, to which 
the cylinder is bolted. The working parts are 
placed as low in the frame as is possible, so that 
the strain is brought in line with the line of 
greatest resistance. 

The double disc center crank shaft allows of 
two small heavy band wheels, one of which has 
the shaft governor attached to the inside, that 
operates the valve automatically to give the 
point of cut-off in accordance with the variation 
ofload. 

The valve is of a special design, and so con- 
structed as to admit steam to the cylinder port 
through four different openings. It also ex- 
hausts steam through four different openings at 
once. 

The engine frame rests its whole length and 
is securely bolted to the sub-base, which is 
bolted to the floor, and the smaller sizes need no 
elaborate foundations. 

This style of engine ranges in size from 35 to 
350 horse power approximately, the speed of 
the smaller ones ranging from 275 to 325 
revolutions, and of the larger from 160 to 185 
revolutions, and are used extensively where high 
speed is required, and where the load is of an 
intermittent character. 



YOUNG ENGINEER'S GUIDE. 



135 




136 YOUNG ENGINEER'S GUIDE. 

TESTING PISTON RINGS AND VALVES. 

To ascertain whether the piston rings and 
valves are leaking or not, first place a block of 
wood about four inches long upon the guide for 
cross-head and against the front cylinder head. 
Then turn the engine ."over" until the cross-head 
comes back tight against the block. This will 
place the valve of a simple engine in such a posi- 
tion that steam would be admitted to cylinder 
through front steam port. If a reversing engine, 
throw the reverse lever in the last notch in end 
of quadrant that would allow the engine to run 
"over". Then take off the back cylinder head, 
and open the throttle valve wide. If steam 
blows out past the piston, it would indicate 
that the rings -were not tight. In case steam 
packing rings are used, they should be re-fitted 
or replaced by new ones. If adjustable rings are 
used, they should be adjusted to stop the leak, 
care being taken not to get them too tight. If 
the steam blows out through the back port, the 
slide valve is not tight and it will require re- 
fitting, as will also the valve seat. 

If a very small amount of steam blows 
through, new rings or adjustment would not be 



YXJUNG ENGINEER'S GUIDE. 137 

necessary, as the waste of steam or back pressure 
resulting from it would amount to very little. 

This test should be tried occasionally with 
a full head of steam on, to assure of the piston 
rings and valve being tight, as leaky pistons and 
valves are very wasteful of steam, sometimes 
causing priming, and greatly diminishing the 
power of the engine. Never run your engine with 
leaky piston or valve. Have them properly 
fitted at once. 

After making the test, and repairing if neces- 
sary, replace the cylinder head, and be sure to 
remove the wood block from the guides. 

KNOCKS OR POUNDS. 

The Knocks or Pounds of steam engines are 
frequently caused by lost motion in the crank 
and wrist pin boxes, valve rod and valve, cross- 
head and link; looseness of the piston rod, pillow 
block or main bearings, follower plate, or ec- 
centrics ; the slide valve having not enough or 
too much lead, the exhaust being cut off too 
soon or too late, shoulders being worn in each 
end of the cylinder by the packing rings not 
traveling over the counter bore at the end of 
each stroke; or shoulders may be worn in the 



138 YOUJNtt ENGINEER'S GUIDE. 

guides by the cross-head slides, or they may not 
be adjusted properly to fit the guides ; boiler may 
foam, causing the water to be drawn over in 
cylinder; the piston rings may leak, thus caus- 
ing cushioning; and as the crank approaches the 
centers, steam occupies the space between the 
cylinder head and piston, causing a tremendous 
strain upon the engine; the piston rod being 
packed too tight, the boxes and pins being worn 
flat or oval ; the key in driving pulley may be 
loose. 

TO REMEDY KNOCKS OR POUNDS OF A STEAM 
ENGINE. 

While it is hardly possible to prescribe a 
remedy for all cases, if the following practical 
methods are closely followed they will be found 
to be very useful, although in many instances 
the remedy must be determined by the circum- 
stances of the individual case. 

The knock or pound of boxes in connecting 
rod at cross-head or crank pin or the valve rod, 
may be remedied by taking out the boxes, 
and filing off the top and bottom inside edges 
sufficiently to allow them to just come together 
and not fit the pin too tightly. In replacing 
them, be careful not to key them up too tight. 



YOUNG ENGINEER'S GUIDE. 139 

Where there is not sufficient draught in the 
ke}^ or gib, place a liner in front or behind the 
boxes. 

Knocks or pounds in the link may be remedied 
(if the link block has too much play in the link) 
by reducing the liners in each end of the link 
enough to fit the block properly. 

The knocks or pounds of piston are caused 
by the rod becoming loose in the head ; and if 
allowed to continue, will destroy the fit of the 
rod in the hole. It may be remedied under such 
circumstances by removing the rod, re-boring 
the hole and bushing it perfectly true, and re- 
fitting the rod. 

Knocks or pounds of follower plate are gen- 
erally caused by dirt accumulating in the hole, 
which will not allow the bolts to enter far 
enough to take up the lost motion of the plate, 
or the bolts may be too long. To remedy this, 
remove the accumulation of dirt from the hole, 
or shorten the bolts. 

The knocks or pounds in main crank shaft, 
if caused by the bearings being worn oval or out 
of round, may be remedied by removing the 
shaft ; true it up in a lathe, and refit or re-babbitt 
the boxes. 



140 YOUNG ENGINEER'S GUIDE. 

The knock or pound in eccentrics is generally 
caused by the eccentric straps being too loose 
upon the eccentrics, which can be remedied by 
reducing the liners in the straps to allow them 
to fit perfectly. 

The knock or pound in slide valve caused by 
being improperly set, may be remedied by taking 
off the steam chest bonnet and re-adjusting the 
valve so as to give the same amount of lead at 
each end of stroke. This being done, and the 
valve well proportioned and the connections 
properly -fitted, there should be no knocks or 
pounds from this cause, ~ 

The knock or pound in cylinder caused by 
shoulders being worn in it, can be remedied by 
re-boring the cylinder, being sure to make the 
counter bore of sufficient depth to allow the 
piston rings to overlap them at the end of each 
stroke. 

The knock or pound on guides caused by 
shoulders being worn on them, is remedied by 
planing the guides and making the shoe slides of 
sufficient length to overlap the guides at either 
end when crank is on the center. 

The knock or pound caused by the cross- 
head slides not fitting the guides properly, may 



YOUNG ENGINEER'S GUIDE. 141 

be remedied by adjusting them both top and 
bottom to fit the guides closely, being careful 
not to get them too tight, which causes undue 
wear and strain upon the frame. 

The knock or pound caused by wrist pin or 
crank pin becoming worn flat or oval, may be 
remedied by filing them perfectly round. 

The knock or pound caused by the piston 
leaking, which causes cushioning, can be remedied 
only by having a tight piston. 

The knock or pound caused by the driving 
pulley key being loose, can be remedied by driv- 
ing the key in its seat ; or if a defective key, re- 
place by a new one perfectly fitted. 

If the knocks or pounds are caused by lost 
motion in any of the revolving, reciprocating or 
vibrating parts of an engine, they may be de- 
tected and located by placing the finger upon 
the different parts while the engine is running 
very slowly or worked back and forth by hand. 

HEATING OF JOURNALS. 

The heating of journals and reciprocating 
parts of an engine may be attributed to the fol- 
lowing causes : 

Improper proportions and fitting, unsuitable 



142 YOUNG ENGINEER'S GUIDE. 

material, want of homogeneity between the 
metals of which the journals and bearings are 
composed, the revolving or reciprocating parts 
not being in line, the boxes being keyed tip too 
tight, sand or grit getting into the journals, im- 
proper lubricating, etc. The last mentioned 
cause is very complicated, as the conditions of 
weight of load, area of surface subject to press- 
ure, velocity of movement, etc., must be taken 
into consideration. 

To remedy the heating of journals which is 
caused by the revolving or reciprocating parts 
not being in line, the engine or shaft must be 
put in line. 

When caused by the boxes or bearings being 
too tight, they must be loosened a very little at 
a time until bearings run cool. Apply plenty of 
good oil. 

Clean the boxes and journals thoroughly, 
and see that the oil-holes are not stopped up; 
also see that the oil-cups are clean, to assure of 
the oil getting to the bearings freely. 

Oiling frequent^, using a little oil at a time, 
gives the best results and is the most economical. 



YOUNG ENGINEER'S GUIDE 143 

PACKING PISTON AND VALVE RODS. 

When the piston or valve rod of an engine 
or pump needs re-packing, take off the stuffing 
box gland, remove all the old packing carefully, 
and replace with new. 

If a patent packing is used, it should be cut 
in suitable lengths diagonally across the pack- 
ing, making the angle of one end opposite from 
that of the other, so that when ends are brought 
together they will make a splice j oint . The j oint 
of each ring of this packing should be placed at 
opposite sides of the rod, and the stuffing box 
filled, the gland replaced and screwed up just 
tight enough to stop leakage. If hemp packing 
is used, take about the amount required and 
pick it to pieces, removing all sticks, lumps or 
hard substances. Then twist it into three com- 
pact cords, saturate well with oil or tallow, 
and braid the cords together tightly. Then 
wind this braid around the rod until stuffing 
box is full, replace the stuffing box gland, and 
screw up as before described. 

Care should be taken not to screw the pack- 
ing in stuffing boxes too tight, as it not only in- 
creases the friction on the rod and diminishes 



144 YOUNG ENGINEER'S GUIDE. 

the power of the engine, but will have a tendency 
to flute the rod. If the rod is once fluted, it will 
be very difficult to stop leakage at this joint. 

When stuffing box of water piston of pumps 
needs re-packing, the same rule will apply, with 
the exception that little or no grease or tallow 
should be used upon the packing. 

Always keep piston and valve rod packing 
in a clean place, as any dirt or gritty substance 
that may become attached to it will have a 
tendency to cut the rod. 

SETTING A PLAIN SLIDE VALVE. 

First, take up all "lost motion" and place 
the engine on the center. This is done by putting 
the wrist-pin, crank-pin and center of the main 
shaft in line. To do this accurately, turn the 
engine until the cross-head is about half an inch 
from the end of its stroke, and mark the position 
of the cross-head on the guide. 

Place a marker against the edge of the fly- 
wheel, and make a mark on the fly-wheel op- 
posite the marker, then turn the engine until 
the cross-head completes the stroke and conies 
back to the mark made on the guide. 



YOUNG ENGINEER'S GUIDE. 145 

The crank will now be as much below the 
center as it was above before. In this position 
make another mark upon the fly-wheel opposite 
the marker. 

Now, midway between the two marks on 
the fly-wheel, when turned opposite the marker 
will put the engine on dead center. Next, re- 
move steam chest cover and place the eccentrics 
about one quarter turn ahead of the crank in 
the direction the engine is to run. If the engine 
is to run "over", place the throw of eccentric up. 
If it is to run "under", place throw of eccentric 
down. 

Then set eccentric carefully at such a point 
that the valve will have just commenced to open 
say Ys2 of an inch on the end that should be tak- 
ing steam. If there is a rocker arm used which 
reverses the direction of the motion, i. e., making 
the valve stem move in the opposite direction 
from the eccentric rod, the eccentric must be set 
behind the crank, when the engine is to run 
"over", in order that the port may open as the 
engine turns forward ; but if a rocker arm is 
used merely to multiply the motion without 
changing the direction, proceed as though there 
was no rocker arm at all. Next, measure the 



146 YOUNG ENGINEER'S GUIDE. 

"lead" which you have given to the valve at end 
which you have set. This is easily done by 
pushing a wedge-shaped stick or piece of soft 
wood into the port opening. The edge of the 
valve and port will mark the distance it goes in. 
Turn the engine upon the other center, which 
will be found as before described, and see if the 
lead is the same at both ends of the valve. If it 
is, the engine is properly set. If it is not, move 
the valve on the stem towards the end having 
the greatest amount of lead, a distance equal to 
one-half the difference in the leads. If the equal- 
ized lead is more than is necessary, set the eccen- 
tric back a little. 

There are numerous methods of attaching 
the stem to the valve. A common way is with 
jam-nuts. With this arrangement it is only 
necessary to turn back the nuts on end towards 
which the valve is to be moved, an amount 
which will allow the given movement; then, 
turn the other nuts until the Valve is forced into 
place to travel equal distance both ways from 
its center position. When the stem screws 
directly into the valve, the connection to the 
rocker arm or guide must be taken apart, and 
the stem screwed into or out of the valve enough 



YOUNG ENGINEER'S GUIDE. 147 

to give it the required position. After the valve 
is set, replace the steam chest cover, and secure 
the eccentric perfectly tight with the set screws, 
to prevent it from slipping. 

SETTING SLIDE VALVE OF REVERSING 
ENGINES. 

The Link Re\eise Being Used. 

First, see that all the lost motion in the con- 
necting rod, pillow block bearings and cross- 
head is taken up ; then throw the reverse lever 
in last notch in quadrant, which would allow 
the engine to run "over"; then, remove thesteam 
chest cover. Next, loosen eccentric (the eccentric 
rod of which is in direct line with the valve rod), 
turn the eccentric completely around, and watch 
the valve to see whether it laps the steam ports 
exactly the same amount at both ends, or 
travels an equal distance from its central position 
both ways. If it does, the valve is in proper 
position upon the rod. If it does not travel 
equally, the valve must be made to do so by ad- 
justing it upon the valve rod, which is done by 
lengthening or shortening the rod, b}" use of 
jam-nuts, with which the rod is usually fur- 
nished. After this is done accurateh r , place the 



148 YOUNG ENGINEER'S GUIDE. 

engine upon its forward center. This is done by 
turning the engine forward until the cross-head 
is about % inch from end of its stroke and mark 
the position of the cross-head upon the guide ; 
then, with the use of long tram or dividers, mark 
from any convenient point on the frame to the 
band wheel or disc, and mark both points with 
prick-punch. Again turn the engine forward 
until the cross-head completes its stroke and 
comes back to the mark made on the guide; 
then, with the same long tram or dividers, mark 
the band wheel or disc as before from the prick 
mark already made on the frame. 

Midway between punch marks on band 
wheel or disc, which can be found by use of 
dividers, will give the point which will place the 
engine on the "center" by turning engine back 
far enough to allow the long tram or divider to 
fit in punch mark on frame, and center punch 
mark on band wheel or disc. Now turn the 
eccentric over in the direction in which the engine 
is to run, until the valve gives the proper amount 
of lead on the front of steam port, which is 
about ys2 of an inch, and fasten eccentric with set- 
screw. Then turn engine over the way it is to 
run, and place it upon its back center. This is 



YOUNG ENGINEER'S GUIDE. 149 

done exactly as before described for forward 
center, and if the valve is properly proportioned, 
it will give the required %2 of an inch lead on the 
back steam port, and valve will be properly set 
for running in this direction. 

Now throw the reverse lever in the last notch 
in opposite end of quadrant, which would allow 
the engine to run "under", then loosen the other 
eccentric (the eccentric rod of which is in a direct 
line with the valve rod), and proceed same as 
described when engine is running "over", to get 
valve to lap both steam ports equally. Then 
place engine upon either center and move the 
eccentric in opposite direction from the other 
eccentric until the valve gives the %2 of an inch 
lead to steam port, fasten the eccentric and 
place the engine upon opposite center, and the 
amount of lead should be the same on both steam 
ports, and the valve properly set. 

The valve being set, replace the steam chest 
cover, and secure the eccentrics perfectly tight 
by screwing the set-screws up hard to prevent 
them from slipping. 

Always set the valve so as to run the engine 
backwards or "under" first. 



150 YOUNG ENGINEEB'S GUIDE. 

TO SET VALVES OF DUPLEX PUMP. 

Set the pistons at mid-stroke, and set the 
valves which are worked from the opposite side 
at mid-stroke also, and it will be right at all 
other points. The mid position of the valve can 
be obtained by moving it back and forth the 
amount of its lost motion, and dividing it so 
that the lead or opening on both sides will be the 
same. 

ASCENDING HILLS. 

Q. How do you ascend a hill with a traction 
engine? 

A. When approaching a hill which you 
have to climb with a traction engine, see that 
about two inches of water shows in the glass 
gauge when engine is on a level. Open draft 
door wide, stir the fire and get it to burn briskly, 
and get up a good head of steam. Put reverse 
lever in last notch, then open throttle gradually, 
allowing just the necessary amount of steam to 
pass into the cylinder to keep the engine pulling 
steadily up the hill. Always start up the hill 
slowly ; do not attempt to go up a hill at full 
speed, but go slowly and steadily, keeping the 
speed as uniform as possible by opening or clos- 



YOUNG ENGINEER'S GUIDE. 151 

ing the throttle as the case may be. Never at- 
tempt to go up a hill on a decreasing steam 
pressure, as there is a great liability to become 
stalled, in which case great damage maybe done 
to the front end of flues. Always start on a 
rising steam pressure ; then you know the boiler 
is making steam, which assures a steady ascent, 
as at every exhaust of the engine on an increas- 
ing or steady pressure the power becomes 
stronger, while at every exhaust on a decreasing 
pressure the power becomes weaker. Keep a 
uniform supply of water in the boiler at all 
times by use of either the pump or injector. 
Always when going up hill keep the draft door 
wide open until the steam gauge indicates that 
the pressure has risen almost to the blow-off 
point, then close the damper. Never allow steam 
to blow off when going up hill, as it will cause 
the water to raise and be carried over into the 
cylinder, greatly diminishing the power of the 
engine. Do not under any circumstances allow 
your engine to be stopped when going either up 
or down hill, as great damage may be don ^. to 
the boiler. 



152 YOUNG ENGINEER'S GUIDE. 

FRICK TRACTION ENGINE. 

The illustration of the left side of the 
Prick Traction given on opposite page repre- 
sents it as being a Center Crank, Rear Geared 
traction engine. 

This engine is constructed with an over- 
hanging cylinder, bolted to the cast iron engine 
frame, which contains the locomotive style guides 
and both pillow block bearings for the crank 
shaft. It has a Cross-head Pump connected 
with long heater, has a specially designed Re- 
verse Gear, also a Friction Clutch attached to 
the band wheel. 

The round bottom fire box boiler swings 
in a channel iron frame, which reaches from 
front axle to the rear of the boiler, around the 
fire box, to which it is attached, and has a spring 
in front end only. 

The wheels are made entirely of iron, with 
forged spokes and wrought tire, with high mud 
gr outers bolted on. 

On the channel iron frame in front of fire 
box is placed a heavy plank, to which two large 
water tanks are attached on either side. The 
steering wheel and band wheel are on opposite 
sides of engine and it has all the necessary fittings, 
so that with proper handling it will be found 
perfectly safe and reliable. The platform in rear 
is also supported upon the channel iron frame. 



YOUNG ENGINEER'S GUIDE. 



153 




154 YOUNG ENGINEER'S GUIDE. 

DESCENDING HILLS. 

Q. How do you descend a hill with a trac- 
tion engine? 

A. When approaching a hill which you wish 
to descend with a traction engine, see that the 
water in the boiler is at the regular height, or 
two inches in glass gauge when engine is on the 
level. Close the draught door to ash pan and 
open damper in smoke box when about to de- 
scend. Close the throttle almost tight, allow- 
ing just a little steam to enter cylinder, then 
take hold of the reversing lever, and the speed of 
the engine can be governed so as to descend at 
any speed desired, or be stopped if absolutely 
necessary by throwing the lever into last notch. 

Do not stop while going down hill unless 
absolutely necessary, as there is great danger of 
melting out the fusible plug and damaging the 
crown sheet, as the water is much lower over 
the crown sheet when going down hill with the 
required amount of water in the boiler than at 
any other time. 

When it is absolutely necessary to stop the 
engine for a short time when descending a hill, 
do not turn on the pump or injector ; but open 



YOUNG ENGINEER'S GUIDE. 155 

the fire door, allowing the cold air to pass over 
the fire, which will protect the crown sheet. 
This should never be done, though, except in ex- 
treme cases. 

ENGINE STALLED. 

There is no standard rule by which a trac- 
tion engine can be gotten out of bad places upon 
the road, as one rule would not apply to all 
situations, though a few suggestions on this 
subject may be beneficial. 

When the engine is in a bad mud hole, or on 
a very sandy road, and the driving wheels will 
not take hold, but simply turn around, the best 
way to get out of the fix is to hitch a good team 
of horses to it and pull it out with what assist- 
ance the engine can give. Though in many 
cases, if a quantity of straw, stones or brush, as 
may be most handy, is placed under the driving 
wheels and the power applied, the wheels may 
get a footing and the engine will come out all 
right. Old boards or rails placed in the same 
manner will produce the the same result. 

It should be understood, however, that if 
the driving wheels do not take hold, but 
simply turn around in the sand or mud, the 



156 YOUNG ENGINEER'S GUIDE. 

engine should be stopped at once and some of 
the aforesaid remedies tried. If yon continue to 
work the engine under such circumstances, it 
will become more difficult to get out of the mire, 
as the wheels sink deeper in at every revolution. 

CROSSING BRIDGES AND CULVERTS. 

Before crossing a bridge or culvert with a 
traction engine, examine the stringers and floor 
carefully to ascertain whether it is in condition 
to hold the engine or not. If it appears a little 
weak, by laying heavy plank across for the 
traction wheels to run on, it may be crossed in 
safety, though the crossing of small bridges and 
culverts must be done with judgment, to prevent 
accident and delay. 

FOAMING. 

Foaming is the violent agitation of the vol- 
ume of water in the boiler; it occurs only in 
dirty boilers and where dirty feed water is used, 
which causes the water to become saturated 
with foreign matter, such as lime, sediment, 
mud, oil or grease, etc. 

The steam trying to escape through the 
scum formed by these impurities, raises the 



YOUNG ENGINEER'S GUIDE. - 157 

whole mass from the surface of the water in 
large bubbles, and causes a general frothing or 
foaming condition of the water level, which is in- 
dicated by the dirty appearance of the gauge 
cocks and joints and the cutting of piston rod 
and cylinder by the gritty matter carried over 
by the steam. Foaming does not result in car- 
rying over so much water, but a foamy boiler 
does not produce as dry steam as one that is 
kept perfectly clean. 

Q. How do you prevent a boiler from 
foaming ? 

A. To remedy foaming, or prevent it, re- 
quires frequent blowing off from the surface of 
the water the scum which causes it, and the use 
of pure feed water. It may be stopped for a 
while by closing the throttle valve for an in- 
stant, to give the water and scum a chance to 

settle. 

PRIMING. 

Priming in a steam boiler is the carrying 
over of large quantities of water by the steam 
to the engine, and may occur in a perfectly clean 
boiler. It is usually caused by too great a 
demand on the capacity of the boiler, too sud- 
den and fierce firing, or after steam pressure is 



158 • YOUNG ENGINEER'S GUIDE. 

lowering, an increasing demand is made for 
it. It is usually a radical defect in the construc- 
tion or capacity of the boiler, and is most fre- 
quently the result of insufficient steam space, 
small evaporating capacity, and lack of good 
circulation. 

Priming is indicated by the water rising and 
lowering in the glass gauge more or less violent- 
ly, by the clicking sound in the steam cylinder 
of engine as the piston forces the water from 
end to end, and by the regular shower of water 
falling from the exhaust. 

Q. How do you remedy priming ? 

A. There are several remedies for priming, 
none of which will apply effectually in all cases. 
Where insufficient capacity is the cause, the only 
remedy is a larger boiler. In others, it may be 
prevented by carrying the water level lower, if 
same can be done with safety, or taking steam 
from side of dome instead of top, or increasing 
the size of steam pipe, or taking out the top row 
of flues, and in boilers that haveno steam dome, 
a long dry pipe with perforated top may be of 
benefit. 

Q. What are other causes and remedies for 
priming ? 



YOUNG ENGINEER'S GUIDE. 159 

A. The piston rings may leak badly. If 
they do, they should be replaced, or made to fit 
cylinder perfectly. The cylinder may be badly 
cut by the rings. If it is, it should be re-bored 
and new piston rings put in. 

The slide valve may be cut, and leak. In 
this case the valve will need re-planing and 
scraping, also the valve seat. If the valve is not 
properly set, it may also cause priming. The 
exhaust nozzle may be clogged with burnt oil 
and sediment; if it is, clean it out thoroughly. 

FIRING WITH WOOD. 

Always keep a level fire. Fill eve:r open 
space as fast as the wood burns out. Allow as 
little cold air to pass through the fire as possible. 
Never stir a wood Are. Fire quickly, and keep 
the door shut as much as possible. 

FIRING WITH STRAW. 

To start the fire, push a small forkful of dry 
straw into funnel in fire door, leaving the small 
end of funnel pressed full ; then touch the match to 
it. Begin at once to push in the straw regular- 
ly, a small quantit} r at a time, being very care- 
ful not to clog the main flue, and allowing ample 
time for straw to burn. 



160 YOUNG ENGINEEB'S GUIDE. 

The fire should be raked down frequently, 
as the burned straw leaves a charred mass over 
the grates. This should be done when the funnel 
is full of straw, thus allowing no cold air to pass 
through the funnel into the main flue. Clean 
out the ash pan frequently, so that the natural 
draught may not be checked. Do not open 
blower until gauge shows ten or fifteen pounds 
steam pressure. 

After steam is raised to the necessary press- 
ure, the feeding should be regular, using small 
forkfuls of straw, keeping the funnel full all the 
time, and raking down at short intervals. Use 
as dry straw as it is possible to obtain. 

The above will apply to any style or make 
of straw-burning engines. 

FIRING WITH COAL. 

After fire is well started with wood, throw 
coal into the center of grate, and do not disturb 
it until it is well ignited and burning briskly; 
then break the fire down and put in a shovel or 
two of coal, and so continue keeping the grates 
covered with a thin layer. 

Always aim to put in fresh coal on a rising 
head of steam pressure. Never pile coal against 



YOUNG ENGINEER'S GUIDE. 161 

the flue sheet or keep the fire box too full. Noth- 
ing is gained by the latter, but much is lost. 

Q. Which is the more economical to burn, 
wet or dry coal ? 

A. Dry. If your coal is wet, you simply 
have to evaporate that much more water, which 
goes out of the stack instead of to the engine. 

Q. How much water will one pound of coal 
evaporate ? 

A. One pound of coal will, under very 
favorable circumstances, evaporate twelve 
pounds of water, but the average evaporative 
power of anthracite coal is 9% pounds of water, 
and semi-bituminous coal is 9%o pounds. 

Q. If cold air is allowed to strike the flue 
sheet and flues, what is the result? 

A. It will eventually cause them to leak. 

Q. How should a fire be regulated in case 
of temporary stoppage by accident or otherwise 
under full head of steam ? 

A. Close the damper and keep the fire door 
closed ; then open small door in smoke-box or 
the damper in chimney. 

Q. Why not leave the fire door open ? 

A. Because it would allow the cold air to 
come in contact with flue sheet and flues, and 
consequent damage to boiler. 



162 YOUNG ENGINEER'S GUIDE. 

BANKING FIRES. 

To bank a fire in a furnace, push the fire in 
a heap at the back of the furnace against the 
flue sheet ; leaving a large portion of the grate 
open, to allow the air caused by the natural 
draught to pass up over the fire to the flues; 
then cover it over with fine coal or a layer of 
dry ashes, and see that the draught door is 
closed to prevent draught as much as possible. 

This being done, the fire will last over night, 
and when ready to start again in the morning, 
all that is necessary to do is to rake the fire over 
the grates, open the damper and apply more 
fuel. 

Q. What benefit is derived from banking 

the fire ? 

A. By banking the fire, the water in the 
boiler is kept warm over night and steam is 
raised quickly in the morning, saving time and 

fuel. 

Q. When leaving a banked fire, is it practi- 
cable to shut the water out of the glass or water 
column ? 

A. Yes. In freezing weather, this may be 
done by closing the valve at the top and bottom 
of the glass ; and open pet cock beneath. Care 
should be taken, however, to open them before 
the fire is started in the morning. 



YOUNG ENGINEER'S GUIDE. 163 

LAYING UP A TRACTION ENGINE. 

Q. How should you prepare your engine 
and boiler for laying up through the winter, to 
protect them from frost and injury ? 

A. While steam is on, clean your boiler and 
engine thoroughly outside, scrape off all oil, 
grease and scale ; after which apply a good coat 
of asphaltum paint to the boiler and smoke- 
stack. If no paint can be had, lamp black and 
linseed oil will answer. If this cannot be had, 
take rags, saturate them with grease or oil, and 
go over -them with that. 

Now open the blow-off valve, and blow the 
water off with a low pressure of steam, after 
which take out all the hand-hole plates and 
wash the boiler out thoroughly, removing all 
the mud and scale; then replace the hand-hole 
plates, close the bio w-off valve and fill the boiler 
nearly full of water, after which pour in a gallon 
of black oil upon the water. 

After this is done, open the blow-off valve 
again and allow the water to run out. The oil 
will follow the water down and cover the whole 
inside of boiler with a coating of oil, making as 
good a protection against rust as can be found. 



164 YOUNG ENGINEER'S GUIDE. 

Next, remove all the brass fittings, such as 
lubricator, steam gauge, safety valve, injector, 
check valves, pump valves, gauge cocks, water 
gauge, etc., etc. 

Disconnect all pipes where water may lodge, 
in order to prevent freezing. Every pipe and valve 
allowed to freeze will surely burst. Unscrew all 
stuffing boxes and remove the packing; for un- 
less this is done, another season you will find 
parts badly rusted where the packing was al- 
lowed to remain. 

Take off all cylinder cocks, pet cocks, etc., 
from the heater and pump . All fittings should be 
carefully packed and laid away. Clean the flues 
and fire box, also the ash pan, and do not neglect 
to paint the ash pan both inside and outside. 

Remove the back cylinder head, roll the 
engine forward and smear the inside of cylinder 
with tallow, or oil if no tallow can be had. 
Place the head back again and smear all the 
bright work, such as piston rod, connecting rod, 
etc., with grease. Do not forget to cover top of 
smoke-stack, to keep out water and snow. 

If the foregoing directions are folio wed care- 
fully you will find another season that your 
engine will be clean, free from rust and ready 
to serve you faithfully without any trouble or 
delay in starting, either in time or expense. 



YOUNG ENGINEER'S GUIDE. 165 

BELTING. 

Do not tax belts by overloading. Keep them 
free from accumulation of dust, grease and all 
animal oils, as these are injurious to both 
rubber and leather belts. 

Special care should be taken to protect the 
edges of rubber belts from all animal oils, as they 
are liable to rot the belt. 

Always run the grain (or hair) side of leather 
belts on the pulley, as it gives greater driving 
power, hugs the pulley closer, is less liable to 
slip, and will drive 30 per cent, more than the 
flesh side. 

Rubber belts will be greatly improved and 
their life prolonged, by putting on with a brush, 
and letting it dry, the following mixture : 

Equal parts of black lead and litharge mixed 
with boiled oil ; add enough Japan to dry it 
quickly. In case the rubber peels off, the same 
mixture can be used. 

In comparison to leather belts, 4-ply rubber 
is equivalent to a single leather belt and 6-ply 
rubber to double leather belt. 

To find the length of a belt, add the diam- 
eter of the two pulleys together, divide the result 



1GG YOUNG ENGINEER'S GUIDE. 

by 2 and multiply the quotient by 3Vr; then add 
to this product twice the distance between the 
centers of shafts. 

When piecing a belt when pulleys are 
changed, multiply the difference of the diame- 
ters of the pulleys by 1%, the product will be the 
length of the piece required. 

The seam side of rubber belt should always 
be placed outside and not next to pulley. In 
case the belt slips, coat the side next to pulley 
with boiled linseed oil or soap. 

In lacing a belt, begin in the center and be 
careful to keep both ends exactly in line. Lace 
both, ends equally tight and do not cross the lace 
on the pulley side of belt. Great care should be 
taken that the ends butting together be cut 
perfectly square; if not, the belt will stretch 
more on one side than the other, which greatly 
impairs its worth. 

Q. What is the practical limit of belt speed? 

A. Belts should not be run much over 5000 
feet per minute. 

Q. How then is the capacity of a belt af- 
fected by its speed? 

A. It varies directly as the speed. A given 
belt will transmit twice the horse power if its 
speed is doubled within limits. 



YOUNG ENGINEEB'S GUIDE. 167 

Q. Is the capacity of a belt affected by its 
width? 

A. Yes, the capacity varies directly as the 
width. If a two inch belt will transmit one 
horse power, two such belts will transmit two 
horse power; and this is true whether they are 
run separately or joined into a four inch belt. 

To preserve cotton or Gandy belting, apply 
with a brush a little common paint to pulley 
side of belt while running, to be followed shortly 
afterwards by a little soft oil or grease to pre- 
serve its flexibility. 

If the edges of the belt become frayed from 
the use of belt guides or forks, the loose threads 
may be cut off without injury to the belt. 

If the belt slips at first, consequent to the 
surface being ruffled by unrolling, apply a little 
grease, oil or soap to the pulley side to make it 
grip. 



168 



YOUNG ENGINEER'S GUIDE. 




YOUNG ENGINEER'S GUIDE. 169 

ARMINGTON & SIMS HIGH SPEED ENGINE. 

The cylinder and steam chest of this engine 
are cast in one piece and bolted securely to the 
engine frame, which forms the front cylinder 
head. The cylinder is lagged with mineral wool 
and jacketed to prevent radiation, and it is over- 
hanging and self-lining. 

The valve is a hollow piston valve, the body 
of which is steel tubing with cast iron ends. It 
receives its motion from the shaft governor, at- 
tached to one of the band wheels, which regulates 
the cut-off automatically according to the varia- 
tion of load . The steam is exhausted at each end 
of the valve by very direct passages which quickly 
free the cylinder, preventing back pressure. 

The engine frame is cast heavy and rigid, and 
contains the locomotive guides for cross-head 
and the pillow block bearings for the crank shaft. 

The double disc center crank shafts allow of 
two small heavy band wheels being used. 

The base of this engine is cast in one piece, 
to which the engine frame is securely bolted, and 
with this arrangement, the engine needs no ex- 
pensive foundation. 

The engine is simple and self-contained, 
ranging in sizes from 11 to 450 horse-power, 
and is intended to run at the very high speed of 
from two hundred to three hundred and fifty 
revolutions per minute according to size, and is 
used extensively in driving electric lighting ma- 
chinery, and where high speed and continuous 
work is desired. 



170 YOUNG ENGINEER'S GUIDE. 

GENERAL INFORMATION. 

Never condemn an engine that is entirely 
new to you because it does not start off at your 
first effort. Study all the directions furnished 
by the maker. Perhaps you have overlooked 
some points that are of more importance than 
you imagine. 

The above will apply to other machinery as 
well as engines. 

When starting a new engine be sure that 
everything is in readiness. Turn it over by hand 
to see that all the revolving and reciprocating 
parts run freely. Start it very slowly under 
steam pressure and apply plenty of good oil. 
After it has run a short time and everything is 
working properly turn on more steam and con- 
tinue to do so until the engine is running at its 
rated speed. To start it at full speed under 
steam pressure may result in great damage or 
totally destroy the engine. 

An accurate machine which is thoroughly 
reliable is necessarily costly, but is of more value 
than another which merely serves a purpose. 

Engineers or firemen in charge of a steam 
boiler should blow out the water gauge and 
gauge cocks every morning in order to remove 



YOUNG ENGINEER'S GUIDE. 171 

the soft mud which settles in them at night when 
the boiler is at rest. If this is neglected, the soft 
mud may become baked in them which might 
lead to disastrous results. 

Every steam boiler for whatever purpose 
employed, should be opened, cleaned, thoroughly 
examined and tested at least every six months, 
and with muddy feed water once a week would 
not be too often. 

By blowing- out the gauge cocks regularly 
you not only ascertain the height of the water 
in the boiler, but it prevents them from becom- 
ing choked with sediment or mud. 

Do not allow the gauge cocks, glass water 
gauge or steam gauge to become filthy, as it 
shows lack of care, and furnishes evidence that 
the engineer who is not particular in this part 
of his duty is not reliable in others of equal or 
more importance. 

Upon entering- the boiler room in the moil- 
ing -an engineer or fireman should always ascer- 
tain whether the valves or cocks which connect 
the water gauge with the boiler are open or 
shut, otherwise he may be deceived by the ap- 
pearance of the water in the tube. This precau- 
tion should never be neglected. 



172 YOUNG ENGINEER'S GUIDE. 

If an engineer or fireman discovers that 
there is too much water in the boiler he should 
blow it down to the proper level, but in doing 
so he must exercise judgment, vigilance and care, 
especially if there is a fire in the furnace. 

Never allow the gauge cocks to leak at 
all when it is practicable to repair them, for the 
longer they leak the more difficult they are to 
repair, as under the escape of water or steam the 
metal wastes rapidly. 

An engineer or fireman should often re- 
move the ashes from under the boiler, or from 
ash pan; if allowed to accumulate, they retard 
the draft and interfere with combustion, thereby 
causing waste of fuel and interfere with the 
evaporating efficiency of the boiler. Also keep 
grates clear of clinkers; for if allowed to accu- 
mulate, they produce the same result. 

Should it become necessary to blow down 
the water at intervals, the engineer or fireman 
should stand by the blow-off cock and not allow 
his attention to be diverted to anything else, as 
in a very short space of time the water may be- 
come so low as to induce stoppage or endanger 
the safety of the boiler. 



YOUNG ENGINEER'S GUIDE. 173 

Engineers should always be cautious when 
they stop or start an engine with a heavy press- 
ure of steam in the boiler, as the vent given to 
the steam when starting, and the check it re- 
ceives when stopping, may exert such a pressure 
as to strain, crack, or rupture the boiler. 

The drip cocks in the cylinder should be left 
open when the engine is standing still, and they 
should not be closed until after the engine has 
been started and made several strokes or revo- 
lutions. 

Do not open the throttle valve to its full 
extent in starting after the engine has been 
standing over night, as the quantity of steam 
condensed by being brought in contact with the 
cold pipe (particularly if it is a long one) may 
result in breaking the follower plate, springing 
the piston rod, or knocking out the cylinder 
head. 

After opening the gauge cocks to ascertain 
the height of water in the boiler, they should be 
closed tightly to prevent leakage. 

It may have been discovered that when 
gauge cocks are closed after being blown out, 
they leak badly; this is often due to the fact that 
mud or sand has become attached to the seat of 



174 YOUNG ENGINEER'S GUIDE. 

the valve. The easiest way to remedy this diffi- 
culty is to open the cocks and let them blow out 
for some time, as the friction of the water in its 
escape -will in all probability remove the obstacle. 

Glass water gauges may be cleansed by re- 
moving the glass ; then tying a piece of cotton 
waste or lamp wicking to a splint of wood, apply- 
ing soap or acetic acid, and passing it through 
the inside of the tube ; then replace the glass, and 
when steam is raised close the lower valve, open 
the drip cock, and the steam blowing through 
will wash the glass perfectly. 

To cut a glass gauge tube. — If a glass gauge 
is too long, take a three-cornered file and wet it, 
hold the tube in the left hand with the thumb 
and fore-finger at the place where you wish to 
cut, saw it quickly and lightly two or three 
times with the edge of the file, and it will mark 
the glass. Now, take the tube in both hands, 
both thumbs being on opposite sides of the mark 
and about an inch apart, then try to bend the 
glass, using your thumbs as fulcrums and it will 
break at the mark which has weakened the tube. 

Never touch the inside of the "water gauge 
glass with iron or wire, as while the glass may 
be cut on the outside with a file, the slightest 



YOUNG ENGINEER'S GUIDE. 175 

touch of steel or iron on the inside will cause an 
abrasion, the result of which is that the glass 
will crack and become useless. 

Water gauge glasses frequently break be- 
cause the steam and water connections are not 
in line, because the stuffing boxes are screwed 
down too tight, and sometimes in cold weather 
when struck by a cold draught of air admitted 
through an open door or window. 

An engineer or fireman should never fill a 
boiler with cold water while the boiler is hot, 
as the injurious effect produced by contraction 
is similar to that produced by blowing out at a 
high pressure, and if persisted in will result in 
permanent injury to the boiler. 

Exhaust steam will heat water to 212° 
Pahr. under atmospheric pressure. 

Ten degrees extra heat in feed water means 
one per cent, saving in fuel. 

Before blowing out the boiler the engineer 
or fireman should remove all the fire from the 
furnace, as a small quanity left in the corners, 
or attached to the bridge wall, might spring a 
seam or cause a plate to bulge. 

Every engineer should know that unequal 
expansion and contraction is one of the evils 



176 YOUNG ENGINEER'S GUIDE, 

"which limit the longevity and endanger the safety 
of all classes of steam boilers ; consequently the 
blowing out, the refilling, the starting of fires 
and the regulation of the draught should be 
done with judgment. 

It is not necessary to fill a boiler with cold 
water above the second gauge cock, as the 
water expands under the process of the forma- 
tion of steam and it will be found that there is 
a sufficiency of water in the boiler when steam 
is raised. 

Single riveted seams are equal to 56% of the 
original strength of the sheet ; double riveted 
seams are equal to 70%, and triple riveted seams 
are equal to 85%. Triple riveted seams, how- 
ever, are very seldom used unless for some special 
purpose, as they are too heavy and thick, and 
would burn out rapidly if exposed to fire. 

In making calculations on the strength of 
boilers, the factor 56 should be employed instead 
of 100, as 44% of the strength of the plate is 
lost by punching the holes for the rivets. 

It should be understood that machine riv- 
eted seams in steam boilers are superior to hand 
made seams, as the machine thoroughly upsets 
the rivet and brings the two sheets in such close 



YOUNG ENGINEER'S GUIDE. 177 

contact as to produce friction between the sheets 
at the lap, which of itself is an element of 
strength. 

Boilers do not improve by standing idle; 
they will rust very rapidly. 

Never use sharp chisels to cut the scale from 
boiler plate, as the cutting of the plate does 
more harm than good. Use only a light ham- 
mer. 

In patching- a boiler be careful not to make a 
pocket in which sediment may collect to cause 
another injury to the sheet and never put a steel 
patch upon an iron boiler as the two metals ex- 
panding unequally will induce trouble. 

Never forget to allow for expansion when 
running long lines of steam pipe, whether for 
heating or power, as the neglect of this precau- 
tion leads to the formation of immense crooks 
or bends in the line of pipe wonderful to behold. 
There must be a slip joint somewhere in long 
lines of steam piping, unless expansion is allowed 
for. 

Valves stick on their seats because they are 
frequently shut when cold, and when heated by 
the steam the valve stem becomes lengthened, 
and presses the valve hard into the seat. 



178 



YOUNG ENGINEER'S GUIDE. 




YOUNG ENGINEER'S GUIDE. 179 

GEISER TRACTIOX ENGINE. 

The cut opposite represents the right side of 
the Peerless, Side Crank, Rear Gear Traction 
Engine. 

The main engine frame is of the girder pat- 
tern, and contains the guides and pillow block 
bearing. It also forms the front cylinder head, 
to which the cylinder is bolted. The cylinder is 
overhanging, and connected to the long feed- 
water heater by the exhaust pipe. 

The valve is of the piston type. The reverse 
gear is the Landis Patent Reverse and Variable 
Cut-off. It has the Cross-head Pump connected 
with a long Feed Water Heater, Governor, In- 
jector, and the locomotive style of boiler swings 
in an iron frame, to which it is attached, and 
rests upon springs at both back and front ends. 

The smoke stack is water lined, and traction 
wheels have wrought iron rims with high grout- 
ers and wood spokes. The platform has two 
steel tanks for water and tools, and the steering 
wheel and band wheel are on opposite sides of 
the engine. 



180 YOUNG ENGINEER'S GUIDE. 

Slide valves should be fitted to their seats by 
filing and scraping, and never by the use of emery 
and oil. The piston rod and valve rod may be 
packed with braids of hemp or cotton wicking, 
with rings cut from patent packing of various 
kinds or metallic packing. 

To clean brass articles with acid is a great 
mistake, as with such treatment they very soon 
become dull. Sweet oil and putty powder fol- 
lowed by soap and water, is one of the best me- 
diums for brightening brass and copper. 

To frost brass work and give it an orna- 
mental finish, boil the article in caustic potash, 
rinse in clean water and dip in nitric acid until 
all oxide is removed ; then wash quickly, dry in 
box-wood sawdust, and lacquer while warm. 

The best material for grinding in valves and 
stop cocks is pulverized glass. It is superior to 
emery for this purpose. Fine sand may be used. 

To remedy a leaky angle, check or globe 
valve, it should be taken apart, and the valves 
ground to fit their seats properly with either fine 
sand, pulverized glass or emery. 

A lever stuck between the spokes of the fly 
wheel of an engine for the purpose of starting it, 
is a very dangerous instrument, it is liable to 



YOUNG ENGINEER'S GUIDE, 181 

get caught and do a great amount of damage. 
If a lever is to be used, be sure that the steam is 
first turned off. 

A cubic inch of water evaporated under or- 
dinary atmospheric pressure is converted into 
one cubic foot of steam (approximately). 

Steam at atmospheric pressure flows into a 
vacuum at the rate of about 1550 feet per 
second, and into the atmosphere at the rate of 
650 feet, per second. 

Condensing' engines require from 20 to 30 
gallons of water to condense the steam repre- 
sented by every gallon of water evaporated — 
approximately ; for most engines we say from 1 
to l 1 /^ gallons per minute per indicated horse 
power. Jet condensers do not require quite as 
much water for condensing as surface condens- 
ers. Surface condensers require about 2 square 
feet of tube (cooling) surface per horse power of 
steam engine. 

The best designed boilers well set, with good 
draught and skillful firing, will evaporate from 
7 to 10 lbs. of water per pound of first-class 
coal. The average result is from 25 to 60 per 
cent, below this. 

When you have your boiler furnace to repair, 



182 YOUNG ENGINEER'S GUIDE. 

and cannot get fire clay, take common earth 
mixed with water, in which you have dissolved 
a little salt; use same as fire clay, and your fur- 
nace will last fully as long. 

To make iron take bright polish like steel, 
pulverize and dissolve the following articles in 
one quart of hot water: Blue vitriol loz., borax 
1 oz., prussiate of potash 1 oz., charcoal 1 oz., 
salt % pt.; then add one gallon of linseed oil, 
mix well, bring your iron or steel to the proper 
heat, and cool in the solution. 

To write inscriptions on metal, take 4 oz. of 
nitric acid and 1 oz. of muriatic acid, mix and 
shake well together, then cover your metal sur- 
face to be engraved, with bees-wax or soap, write 
your inscription plainly in the wax clear to the 
metal, then apply the mixed acids, carefully fil- 
ling each letter. Let it remain from three to five 
minutes according to appearance desired, then 
throw on water, which stops the etching pro- 
cess, scrape off the bees-wax or soap, and the in- 
scription is complete. 

To remove rust from steel, — Brush the rusted 
steel with a paste composed of % oz. cyanide 
potassium, % oz.castile soap, 1 oz. whiting, and 
enough water to make a paste ; then wash the 



YOUNG ENGINEER'S GUIDE. 183 

steel in a solution of % oz. cyanide potassium 
and 2 oz. of water. 

A solvent for rust. — It is often very difficult, 
and sometimes impossible, to remove rust from 
articles made of iron. Those which are most 
thickly coated are most easily cleaned by being 
immersed in, or saturated with, a solution of 
chloride of tin. The length of time they should 
remain in this bath is determined by the thick- 
ness of the rust, generally twelve to twenty-four 
hours is long enough. The solution ought not 
to contain a great excess of acid if the iron itself 
be not attacked. On taking them fromthebath, 
the articles are rinsed first in water, then in am- 
monia, and quickly dried. The iron when thus 
treated has the appearance of dull silver; a 
simple polishing gives it its normal appearance. 

One of the best varnishes for smoke stacks or 
steam pipes is good asphaltum dissolved in oil 
of turpentine. 

Iron or steel immersed warm in a solution 
of carbonate of soda (washing soda) for a few 
minutes will not rust. 

Cement to fasten iron to stone. — Take 10 
parts of fine iron filings, 30 parts of plaster of 
Paris, and % part of sal ammoniac; mix with 



184 YOUNG ENGINEER'S GUIDE. 

weak vinegar to a fluid paste and apply at once. 

Cement for joints. — Paris white, ground, 4 
lbs.; litharge, ground, 10 lbs.; yellow ochre, fine, 
% lb.; V2 oz. of hemp, cut short; mix well to- 
gether with linseed oil to a stiff putty. This 
cement is good for joints on steam or water 
pipes; it will set under water. 

The average consumption of coal for steam 
boilers is 12 pounds per hour for each square 
foot of grate surface. 

One ton of coal is equivalent to two cords 
of wood for steam purposes. 

Doubling the diameter of a pipe increases its 
capacity four times. 

A cubic foot of water contains 7% gallons. 

A gallon weighs &Vs pounds. 

Water expands % of its bulk in freezing. 

Ice weighs 56% pounds per cubic foot. 

Engineers can judge of the condition of their 
machinery by the tone it gives out while running. 
Every make of engine has a peculiar tone of its 
own. The engineer becomes accustomed to 
that, any any departure from it at once excites 
a suspicion that all is not right. The engineer 
may not know what is the matter, he may have 
no ear for music, but the change in tone of his 



YOUNG ENGINEER'S GUIDE. 185 

machine will be instantly preceptible and will 
start him upon an immediate investigation. 

An Indicator is an instrument used to de- 
termine the indicated horse power of an engine ; 
it shows the action of the steam in the cylinder 
and serves as a guide in setting valves to get the 
greatest amount of energy from the steam used. 

Atmospheric pressure is the weight of the air. 

To take lime from injector tubes, mix one 
part muriatic acid and ten parts soft water. 
Immerse tube in this mixture over night. 

Compound for Cooling Heavy Bearings. — 
For cooling heavy pillow block bearings, or the 
steps of upright shafts, the following will be 
found very valuable : Four pounds of tallow, 
one-half pound of sugar of lead, three-fourths 
pound plumbago. When the tallow is melted 
(not boiling) add sugar of lead and let it dissolve; 
then put in the plumbago, and stir the whole 
mass until cold. 

A mixture of soft soap and black lead makes 
an excellent lubricant for gears, as it lessens the 
abrasion and noise and has the advantage over 
tallow of not becoming hard. It is also easily 
removed should it become necessary to clean 
the parts on which it has been used. 



186 YOUNG ENGINEER'S GUIDE. 

The axles and axle arms of a traction engine 
should be well greased or oiled before moving, to 
prevent them from being cut and wearing both 
hub and axle rapidly. 

WORKSHOP RECIPES. 

Loam. — Mixture of brick, clay and old foun- 
dry sand. 

Parting Sand.— Burnt sand scraped from 
the surface of castings. 

Black Wash. -Charcoal, plumbago and size. 

Blackening for Molds.— Charcoal powder, 
or in some instances fine coal dust. 

Mixture for Welding Steel.— One part 
sal ammoniac, ten parts borax, pounded together 
and fused until clear. Then it is poured out 
and after cooling, reduce to powder. 

Rust-joint Cement. — (Quickly setting. ) One 
part sal ammoniac in powder (by weight), two 
parts flour of sulphur, eighty parts iron borings, 
made into a paste with water. 

Rust Joint. — (Slowly setting.) Two parts 
sal ammoniac, one part flour of sulphur, 200 
parts iron borings. The latter cement is the best 
if the joint is not required for immediate use. 



YOUNG ENGINEER'S GUIDE. 187 

Red Lead Cement for Face Joints. — One 
part white lead, one part red lead, mixed with 
linseed oil to the proper consistency. 

Case Hardening. — Place horn, hoof, bone 
dust, or shreds of leather, together with the ar- 
ticle to be case hardened, in an iron box; subject 
to blood red heat, then immerse the article in 
in cold water. 

Case Hardening with Prussiate of Pot- 
ash. — Heat the article, after polishing, to a bright 
red; rub the surface over with prussiate of pot- 
ash; allow it to cool to dull red, and immerse it 
in water. 

Case Hardening Mixtures. — Three parts 
of prussiate of potash, one part sal ammoniac; 
or, one part of prussiate of potash, two parts 
sal ammoniac and two parts bone dust. 

Glue to Resist Moisture. — One pound of 
glue, melted in two quarts of skim-milk. 

Marine Glue. — One part of India rubber 
twelve parts mineral naphtha or coal tar. Heat 
gently, mix, and add twenty parts of powdered 
shellac. Pour out on a slab to cool. Heat to 
about 250 degrees and it is ready for use. 

Glue Cement to Resist Moisture. — One 
part glue, one part black rosin, V± part red ochre, 



188 YOUNG ENGINEER'S GUIDE. 

mixed with the least possible quantity of water; 
or, four parts of glue; or, one part oxide of iron, 
one part of boiled oil (by weight). 

BABBITTING BOXES. 

When the babbitt in a box is badly worn, 
and needs re-babbitting, remove the cap, take 
out the shaft, and chip all the old babbitt out of 
both box and cap ; then replace the shaft in the 
box, and line it up perfectly level and square by 
putting liners in between the shaft and the edges 
of the box; then put stiff putty around the shaft 
and against the box at both ends, to prevent the 
babbitt from running out; then heat the babbitt 
metal until it runs freely, and pour it into the 
box until it is full; then put on the cap, and 
place about the same amount of liners between 
its ends and the top of the shaft as was put un- 
der the shaft, with long liners of sheet iron or 
tin extending from one end to the other of the 
box, parallel with and on both sides of the shaft; 
then put putty around the shaft and against the 
cap at both ends; heat the metal again, and 
pour it in through the oil hole. After it is cool, 
remove the cap and liners, drill out the oil hole 
and replace the cap, being careful to put just 
enough liners under it so that the box will be 
tight and still have the shaft run cool. 



YOUNG ENGINEER'S GUIDE. 189 

COMPOUND ENGINES. 

The Compound Engine dates from the year 
1781, when Hornblower, a contemporary of 
Watt, conceived the idea of utilizing the force in 
the exhaust steam of the simple engine in a second 
cylinder. 

From his crude design, the constant progress 
of experiment has developed the marvelous 
engines now used in ocean steamers, and in both 
large and small power plants, also on locomo- 
tives . Some of the compound engines built in the 
early part of the century show results, according 
to the records, not far behind the best attainable 
in modern times. 

The era of the Compound locomotive engine 
began in Europe in 1876, but in this country 
half a dozen years would almost cover its history. 

However, in this short time, its advantages 
in putting to profitable use the entire force of the 
steam supplied, has been so clearly shown, that 
it has evidently come to stay. Its availability 
as an efficient, economical, powerful high speed 
locomotive, demonstrates the value of the Com- 
pound as a farm traction engine, and makes it 
plain that it will be extremely serviceable on this 
class of engines. 



190 YOUNG ENGINEEE'S GUIDE. 

The Compound Traction Engines belonging 
to theclass known as the "Woolf," or continuous 
expansion type, are so constructed that the 
steam passes directly from the high pressure to 
the low pressure cylinder without the interven- 
tion of any receiving chamber or steam chest. 
This arrangement is considered much better 
adapted to traction engine work, and to produce 
superior results under the varying conditions of 
this class of work than the "cross" compound, 
or what is generally styled the "receiver" type 
of compound engines, in which the high pressure 
cylinder exhausts into a receiver connected with 
the steam chest of the low pressure cylinder. 

In the Woolf Compound as constructed, the 
cylinders are either cast in one piece, end to end, 
or cast separately and bolted together in sub- 
stantially the same way, in order that perfect 
alignment can be secured by boring both cylin- 
ders at the same operation. This makes it not 
only easy to get them in line at the start, but it 
prevents any possibility of their getting out of 
line, which is a very important feature. 

The pistons of both cylinders are upon the 
one rod, thus requiring only one cross-head, con- 
necting rod and crank. There is but one steam 



YOUNG ENGINEER'S GUIDE. 191 

chest, in which a valve is placed, with such rela- 
tion to the valve seat which contain the ports 
leading to both cylinders, that it performs the 
double function of first admitting the steam to 
the high pressure cylinder, cutting off the ad- 
mission at the proper time to allow expansion 
to take place there, and after high pressure pis- 
ton has reached the end of its stroke, passing on 
the steam to the low pressure cylinder, where it 
is further expanded and exhausted in the usual 
manner after its work is done. 

The valve is specially designed with cavities 
so arranged as to co-operate in increasing the 
area of opening to double the amount obtain- 
able with an ordinary valve having the same 
travel. 

Without some special provision, the full 
powder of the compound engine cannot be ex- 
erted in starting, as the steam operates primari- 
ly on the high pressure piston only, which has 
led to the condemnation of the compound as a 
traction engine. This objection has been 
thoroughly overcome in the Woolf by means of 
a ' 'converting valve," rendering it possible to 
admit steam directly to the large or low press- 
ure cylinder, thus largely increasing the power 



192 YOUNG ENGINEER'S GUIDE. 

obtainable from the engine, even when exerting 
its maximum power as a compound. This ar- 
rangement can be used not only in starting, but 
also in cases of emergency, such as climbing 
steep hills, getting out of bad places on the road, 
or disposing of an especially tough cut in saw- 
ing, etc. 

Without increasing the boiler pressure be- 
yond that ordinarily used, the compound engine 
gets fully one-third more force out of the steam 
used than is at present obtainable with the 
simple engine as commonly worked. 

In other words, the compound will show re- 
sults compared favorably with a good condens- 
ing simple stationary engine doing the same 
work. 



YOUNG ENGINEER'S GUIDE. 



193 




194 YOUNG ENGINEER'S GUIDE. 

BALL TANDEM COMPOUND ENGINE, 

The heavy case iron base is cast in two sec- 
tions, the rear part being securely bolted to the 
front section. To the front section is also bolted 
the main engine frame. This frame contains the 
bar guides for the cross-head, and pillow block 
bearing for the double disc crank shaft, and also 
forms the front head for the low pressure cylin- 
der, which is securely bolted to it. 

The high pressure cylinder is attached to the 
low pressure cylinder by two brackets securely 
bolted, and is supported by a pedestal, bolted to 
the rear part of base. By this arrangement, 
both the high and low pressure pistons are upon 
the same piston rod, which necessitates of but 
one cross-head, connecting rod and crank. 

The valve of the high pressure cylinder is op- 
erated and completely under the control of the 
automatic shaft governor attached to one of the 
band wheels, while the valve of the low pressure 
cylinder receives its motion from a single eccen- 
tric on crank shaft at opposite side of engine. 

When engine is running, the steam enters the 
high pressure cylinder first, and after performing 
its work there, exhausts through the receiver 
pipe into the low pressure cylinder, and there 
exerts its minimum force by expansion, and 
passes out to the condenser, if used, or exhausts 
into the open air. 



YOUNG ENGINEER'S GUIDE. 195 

EXAMINATION OF ENGINEERS APPLYING FOR 
A LICENSE. 

QUESTIONS WITH ANSWERS. 

Q. How long have you run an engine? 

Q. Have you done your own firing? 

Q. What kinds of engines have you run? 

Q. What would be your first duty if called 
upon to take charge of an engine? 

A. To ascertain the exact condition of the 
boiler and all its attachments, such as safety 
valve, steam gauge, water gauge and cocks, 
pump, injector, blow-off valve, etc.; also the 
engine. 

Q. How often would you blow off your 
boiler? 

A. Once a week or month, according to the 
condition of feed water used. 

Q. How many feet of heating surface is al- 
lowed per horse-power by builders of boilers? 

A. From 12 to 15 square feet for flue and 
tubular boilers. 

Q. How- much steam pressure will be al- 
lowed on a boiler 40 inch diameter, % thick, 
60,000 pounds T. S., % T. S. factor of safety? 



196 YOUNG ENGINEER'S GUIDE. 

A. One-sixth of tensile strength of plate 
multiplied by thickness of plate, divided by one- 
half of the diameter of boiler gives safe -working 
pressure. 

Q. How do you estimate the strength of a 
boiler? 

A. By its diameter and thickness of ma- 
terial, single or double riveted. 

Q. Which is the stronger, single or double 
riveted? 

A. Double riveted is from 14 to 18 percent, 
stronger than single. 

Q. What is the use of a mud drum on a 
boiler? 

A. To collect all the sediment from the 
water used in the boiler. 

Q. What causes sediment to accumulate in 
boilers? 

A. The use of impure or muddy water. 

Q. How often should it be blown out? 

A. Three or four times a day. 

A. How much grate surface do boiler mak- 
ers allow per horse-power? 

A. About two-thirds of a square foot. 

Q. What is the steam dome of a boiler used 
for? 



YOUNG ENGINEER'S GUIDE. 197 

A. For dry steam to collect in. 

Q. Of what use is a safety valve on a boiler? 

A. To prevent overpressure. 

Q. What is your duty with reference to it? 

A. Open it once or twice a day to see that 
it is in good order. 

Q. Of what use is a check valve? 

A. To prevent the water in boiler from re- 
turning into the pump or injector. 

Q. What effect has cold water on hot boiler 
plates? 

A. It will fracture them. 

Q. How should the gauge cocks be located 
on a boiler? 

A. So that the lowest gauge cock is about 
1%'inches above the top row of flues. 

Q. Where should the blow-off valve be 
located? 

A. At the bottom of the fire box in locomo- 
tive style of boiler, or in the mud drum when 
used. 

Q. How would you have check valve ar- 
ranged? 

A. With a stop cock between the boiler and 
check valve. 



198 YOUNG ENGINEER'S GUIDE. 

Q. Does a man-hole in the top shell of boiler 
weaken it? 

A. Yes, to a certain extent. 

Q. How many valves in a common plunger 
pump? 

A. Two, a receiving and a discharge valve. 

Q. How are they situated? 

A . One at suction , the other at discharge end . 

Q. How do you find the proper size of safety 
valve for boiler? 

A. Two square feet of grate surface is al- 
lowed for one inch area of common lever valve, 
or three square feet of surface to one inch area 
of spring valve. 

Q. Why do pumps fail to work at times? 

A. Leak in the suction, leak around the 
plunger, leaky check valve, or valve out of order. 

Q. Why do injectors fail to work at times? 

A. Leak in suction, grit or dirt under seat 
of valve, or valve not seated properly. 

Q. How often should a boiler be examined 
and tested? 

A. Twice a year at least. 

Q. How would you test a boiler? 

A. By tapping it with a light hammer, and 
hydrostatic test, using warm water. 



YOUNG ENGINEER'S GUIDE. 199 

0. Where does the feed water enter the 
boiler? 

A. Below the water level, where the feed 
water will not strike the heated plates. 

Q. What causes priming of boilers? 

A. Too high water, not steam space enough, 
dirty feed water, misconstruction of boiler, or 
engine being too large for its capacity. 

Q. How can you keep boilers clean or re- 
move scale from them? 

A. By regularly cleaning them thoroughly, 
and by the use of compounds. 

Q. If you found a thin plate in your boiler 
what would you do? 

A. Patch it on the inside, first cutting out 
the damaged part. 

Q. Why cut out the damaged part of sheet, 
when putting on a patch? 

A. To allow the water to rest against the 
patch to protect it from the intense heat. 

Q. What would be the result if the damaged 
part of sheet was not cut out? 

A. The water not coming in contact with 
the patch, it would soon bulge from the heat 
and crack. 

Q. Why patch it on the inside? 



200 YOUNG ENGINEER'S GUIDE. 

A. Because the action that has weakened 
the plate before will act upon the patch, when 
this is worn it can be replaced. 

Q. If you found you had to put on several 
patches what would you do? 

A. Reduce the steam pressure. 

Q. If you found a blister what would you 
do? 

A. Cut it out and put a patch on the fire 
side. 

Q. If you found a plate buckled or sagged 
what -would you do? 

A. Put a stay bolt through the center of 
the sag. 

Q. What would you do with a cracked 
plate? 

A. Cut out the damaged part and put a 
patch over it. 

Q. -How would you change the water in a 
boiler when steam is up? 

A. By supplying more feed water and open- 
ing the surface blow-off at short intervals. 

Q. When blowing off a boiler, would you 
leave the blow-off cock to attend to other work? 

A. Never. 

Q. What would you do to relieve the press- 



YOUNG ENGINEER'S GUIDE. 201 

ure on the boiler if the safety valve was stuck 
and steam constantly rising? 

A. Cover the fire with coal or ashes, close 
draught door and open damper in smoke box; 
work off the steam with the engine and when 
boiler has cooled down put the safety valve in 
working order. 

Q. What may be the result if you allow the 
water in the boiler to get low? 

A. Burning of the crown sheet and flues 
and perhaps cause an explosion. 

Q. Would you turn feed water into a boiler 
in which the water was very low? 

A. Never, without first pulling the fire or 
covering it with dry ashes and allowing the 
steam to go down. 

Q. If you allow water in the boiler to get 
too high what would be the result? 

A. It would cause priming or foaming. 

Q. Is priming or foaming dangerous to an 
engine? 

A. Yes. It may cause breaking of cylinder 
head and wrecking of the engine. 

Q. What are other causes for foaming or 
priming of a boiler? 

A. Dirty and impure water. 



202 YOUNG ENGINEER'S GUIDE. 

A. W. STEVENS TRACTION ENGINE. 

The position of the side crank engine upon 
the boiler allows of having the Rear Gear trac- 
tion attachment. 

The Engine frame, guides for cross-head, 
cylinder, steam chest, saddles, brackets and both 
pillow block bearings for crank shaft are cast in 
one piece and bolted to the boiler. 

The frame is cast oval, and cross-head guides 
are of the locomotive style. 

The Engine is furnished with a Friction 
Clutch, a specially designed Reversing Gear, 
Governor, Marsh steam pump, Injector; and is 
mounted upon an open bottom fire box locomo- 
tive boiler, with ash pan under fire box and 
dome at rear end. 

The boiler is mounted upon the traction 
wheels by brackets bolted to the rear end, which 
contain the boxes for the main axle and cross 
shaft. 

The traction wheels are of the cast iron rim 
type, with spokes cast in both rim and hub. 

The steering wheel and band wheel are on 
opposite sides of boiler, and both engine and 
boiler are supplied with all necessary fittings. 



YOUNG ENGINEER'S GUIDE. 



203 




204 YOUNG ENGINEER'S GUIDE. 

Q. How would you stop foaming? 

A. Close the throttle long enough to show 
the true level of water. If the level of the water 
is sufficiently high, feeding and blowing off will 
usually correct the difficulty. 

Q. What would you do if you discovered 
the water gone from sight in the water glass? 

A. Pull the fire or cover it over with dry 
ashes, and allow the boiler to cool off as quickly 
as possible ; and would not open or close any of 
the steam outlets. 

Q. What is a traction engine? 

A. A traction engine is an engine the power 
of which is transmitted to the driving or ground 
wheels by a combination of gearing. 

Q. What is an exhaust pipe? 

A. The pipe through which the exhaust 
steam escapes from cylinder to smoke-stack. 

Q. What is the feed pipe? 

A. The pipe through which the feed water 
passes from pump or injector to the boiler. 

Q. What is the steam pipe? 

A. The pipe through which steam is taken 
from the dome to the steam chest. 

Q. What is a pet cock? 

A. A small cock used in check valves, pipes 



YOUNG ENGINEER'S GUIDE. 205 

and places where draining off water is necessary 
to prevent freezing. 

Q. What is clearance in a steam cylinder? 

A. It is the space between the cylinder head 
and piston head when the latter is at end of the 
stroke. 

Q. What is "cushion" in a steam cylinder? 

A. Cushion is the compression of steam let 
in through the lead of the valve in the clearance 
of the cylinder, and is for the purpose of catch- 
ing the weight of the piston and rod, cross-head 
and connecting rod when the engine reaches the 
end of each stroke. It also keeps the engine 
from pounding. 

Q. How much water would you blow off 
at any one time while running? 

A. Never blow off more than one gauge. 

Q. What are your general views regarding 
boiler explosions? 

A. The greatest causes are from ignorance, 
carelessness and neglect. 

Q. What precaution should you take if nec- 
essary to stop with a heavy fire in the furnace? 

A. Close the draught door, and put the 
injector or pump at work. 

. Q. What is the proper height to carry water 
in the boiler? 



206 YOUJVG ENGINEER'S GUIDE. 

A. About 2% inches above top row of flues. 

Q. At what pressure should you blow off a 
boiler? 

A. At a pressure not to exceed ten pounds. 

Q. If you wished to increase the power of 
an engine what would you do? 

A. Increase its speed or get higher steam 
pressure. 

Q. How do you find the horse power of an 
engine? 

A. Multiply the speed of piston travel in 
feet per minute by the total effective pressure 
upon the piston in pounds, and divide the prod- 
uct by 33,000. 

Q. What is meant by ■ 'brass bound"? 

A. Brass bound means that the half brasses 
touch each other and cannot be driven up any 
closer by the key. 

Q. How would you remedy a brass bound 
box on crank pin or wrist pin? 

A. Take off the boxes and file off the top 
and bottom edges, being careful not to take off 
too much. 

Q. Does a perfect fitting or an imperfect 
fitting valve have the most friction? 

A. An imperfect fitting one. 



YOUNG ENGINEER'S GUIDE. 207 

Q. How would you refit an imperfect fit- 
ting or leaky valve? 

A. It should be re-faced on a planer or filed 
and scraped until it fits seat perfectly tight. 

Q. How is a steam engine rated? 

A. By amount of horse power developed. 

Q. What is a foot-pound? 

A. One pound of force exerted through one 
foot of space. 

Q. How many foot-pounds are required to 
lift 100 pounds one foot? 

A. One hundred. 

Q. How many foot-pounds required to lift 
one pound 100 feet? 

A. One hundred. 

Q. To lift 110 pounds through 300 feet how 
many foot-pounds required? 

A. 300x110 = 33,000 foot-pounds. 

Q. Would that equal one horse power? 

A. Yes, if done in one minute. 

Q. Suppose it took two minutes? 

A. Then there would be only half a horse 
power, or 33,000 4- 2 = 16,500 foot-pounds per 
minute. 

Q. Is it correct to say "horse power per 
minute" or "horse power per hour"? 



208 YOUNG ENGINEER'S GUIDE 

A. No. When an engine is working at the 
rate of 10 horse power, it is doing 10 horse 
power all the time. It is an error to assume 
that stich an engine is doing 10 horse power per 
minute, and 10x60 equals 600 horse power per 
hour. When it is said that an engine uses 20 
pounds of steam per horse power per hour* it is 
meant that this amount of steam is used per 
hour for each horse power developed. 

Q. How is the foot-pounds of work done by 
a steam engine, found? 

A. Multiply the average pressure per square 
inch during the stroke by the number of square 
inches in the piston, and by the number of feet 
through which the piston has moved. 

Q. What do you understand by the "mean 
effective pressure"? 

A . The mean pressure is the average pressure 
pushing th.e piston through the stroke, which 
is about one-third the pressure in the boiler. 
There is generally some back pressure working 
against it, therefore the "effective" pressure is 
only the difference between the two. It can only 
be determined accurately by measurements from 
an indicator diagram. 

Q. What is a single acting engine? 

A. An engine in which the steam acts on 
one side of the piston only. 



YOUNG ENGINEER'S GUIDE. 200 

Q. How do you find the ''piston's speed"? 

A. On double acting engines, multiply the 
stroke in inches by two and by the number of 
revolutions per minute and divide by 12. 

Q. Why multiply the stroke in inches by 2? 

A. Because in double acting engines there 
are two working strokes to each revolution. 

Q. Why do you divide by 12? 

A. To reduce the inches to feet. 

Q. How is the "piston's speed" of a single 
acting engine found? 

A. Multiply the stroke in inches by the rev- 
olutions per minute and divide by 12. 

Q. What is the horse power developed by 
an engine, say 12x24 inch, running 125 revolu- 
tions per minute, with 40 pounds mean effective 
pressure? 

A. Area=12 x 12 x. 7854=113.0976 sq. ins. 
Piston speed = 24x2x125 -r 12 = 500 

feet per minute. 
M. E. P. =40 lbs. 
Then 

113.0976x500x40 

33000 =68.544 H. P. 

Q. What is a single valve engine? 
A. It is an engine in which a single valve 
controls the admission and distribution of steam 



210 YOUNG ENGINEER'S GUIDE. 

to both ends of the cylinder, or a common slide 
valve engine. 

Q. What is a four valve engine? 

A. An engine which has separate steam and 
exhaust valves for each end both top and bot- 
tom of cylinder, such as a Corliss engine. 

Q. Into what three classes are engines 
divided with reference to the manner in which 
they are governed? 

A. Throttling engines, Automatic cut-off 
and Governor engines. 

Q. What is an Automatic cut-off engine? 

A. An engine in which the amount of steam 
supplied is automatically cut off at various 
points in the stroke, in accordance with the load 
and pressure. In Throttling engines the volume 
admitted is constant and the pressure varied. 
In Automatic cut-off engines, steam is admitted 
at the highest available pressure, and the volume 
is varied to meet the requirements of the load. 
In Governor engines, the steam is admitted and 
cut off by the governor. 

Q. What is a throttle governed engine? 

A. An engine in which the amount of steam 
supplied is regulated by changing the pressure 
at which it enters the cylinder in accordance 
with the variation of the load. 



YOUNG ENGINEER'S GUIDE. 211 

Q. What is a Governor engine? 

A. An engine in which the supply of steam 
is regulated by the governor. 

Q. Into what classes may the Automatic 
cut-off engine be divided? 

A. Into two classes : The four valve engine, 
in which the cut-off is usually effected by a de- 
taching mechanism or trip under the control of 
the governor ; the single valve engine, in which 
the point of cut-off is varied by changing the 
amount of travel of the valve. 

Q. Give examples of the single valve type. 

A. High speed, self contained engines which 
have shaft governors. 

Q. What are their advantages? 

A. High rotative speed, compactness, port- 
ability, light weight and simplicity. 

Q. Are they more economical than the four 
valve engine? 

A. No ; the four valve engines are the more 
economical. 

Q. Give a prominent example of the four 
valve engine. 

A. The Reynold's Corliss. 

Q. What is meant by an engine running 



212 YOUNG ENGINEER'S GUIDE. 

A. The top of the drive wheel running away 
from the cylinder. 

Q. What is meant by an engine running 
"under"? 

A. The top of the drive wheel running 
towards the cylinder. 

Q. Which way are engines generally run? 

A. "Over." 

Q. What advantages do engines have in 
running "over"? 

A . The pressure of the cross-head on engines 
running over, is always downward upon the 
guides ; for when the pressure is on the head end 
of the piston, the pressure against the connect- 
ing rod which is pointing upward, reacts by 
pressing the cross-head down upon the lower 
guide, and when the pressure is on the crank end 
of the cylinder, the cross-head will be dragging 
the crank, and as the crank is below the center 
line, it will pull the cross-head down upon the 
lower guide, while if the engine is running under, 
the pressure of the cross-head will be upon the 
top guide, both on the outward and inward 
strokes, and unless the cross-head is nicely ad- 
justed to its guides and the guides are perfectly 
parallel, the cross-head will be lifted when sub- 



YOUNG ENGINEER'S GUIDE. 213 

jected to thrust, and will fall on the center by 
its own weight, causing the engine to pound. 

Q. At what point in the stroke is the press- 
ure on the cross-head greatest with a uniform 
pressure in the cylinder? 

A. When the crank is at right angles to the 
guide. 

Q. How does the relative length of the con- 
necting rod affect this pressure? 

A. The longer the connecting rod as com- 
pared with the crank, the less will be the press- 
ure on the guides. 

Q. What is the usual ratio of connecting 
rod to crank? 

A. The connecting rod is from four to six 
times the length of the crank. 

Q. Are there any objections to a long con- 
necting rod? 

A. A long connecting rod makes a long 
engine, and makes extra cost in the bed or frame 
and the room occupied. The longer rod is 
heavier, and brings extra weight upon the cross- 
head, guides and crank-pin. The long rod also 
lacks stiffness unless excessively heavy. 

Q. What determines the length of the crank? 

A. The stroke. 



214 YOUNG ENGINEER'S GUIDE. 

Q. What limits the stroke? 

A. The piston's speed limits the length of 
stroke allowable with a given rotative speed, or 
the number of revolutions per minute with a 
given stroke. 

Q. What is the practical limit of piston's 
speed? 

A. Engines of from four to six foot stroke 
can run at from seven to eight hundred feet 
piston's speed per minute. Those of shorter 
stroke should not run over six hundred feet. 

Q. Why do high speed engines have a short 
stroke in comparison with the diameter of their 
cylinders? 

A. So that they can run at a high rate of 
speed without exceeding the limit of piston's 
travel. 

Q. What is the office of the fly wheel? 

A. It maintains a uniformity of motion of 
the crank, notwithstanding the unequal moving 
force upon the crank-pin. 

Q. Is the force upon the crank-pin unequal, 
even when the pressure ftom the cylinder is uni- 
form throughout the stroke? 

A. Yes. No matter what the pressure on 
the piston is, it has no eifect in turning the 



YOUNG ENGINEER'S GUIDE. 215 

engine when the crank is in line with the guides, 
which is termed "on the center." As the crank 
gets away from the centers, the effect of a given 
pressure becomes greater, and reaches its 
maximum when the crank is nearly at right 
angles with the guides. 

Q. How does the fly-wheel counteract the 
jerky motion of the crank which would result 
from this? 

A. By its tendency to resist an excessive 
moving force, and by its momentum keeps the 
engine in motion when the moving force is de- 
ficient. 

Q. What would you do if the cylinder gets 
worn or cut from too tight rings or lack of oil? 

A. Rebore the cylinder. 

Q. What would you do if the crank-pin. 
heats, gets worn or cut? 

A. If bent it should be turned true again; 
if not bent it can be filed and polished perfectly 
true by hand. 

Q. What would you do if the main bearings 
heat? 

A. Loosen the caps and apply plenty of 
good oil. If this does not stop it take off the 
caps, examine the oil holes to ascertain why the 



216 YOUNG ENGINEER'S GUIDE. 

oil does not reach the bearing. If the bearings 
have become rough and cut, the shaft will have 
to be smoothed again. 

Q. Would any harm result from starting 
an engine with the drip cocks closed? 

A. Yes, the condensed steam filling the 
space would smash the cylinder or piston head. 

Q. What do you mean by atmospheric 
pressure? 

A. The weight of the atmosphere, which is 
14.7 lbs. per square inch at sea level. 

Q. How hot can you get water with ex- 
haust steam under atmospheric pressure? 

A. 212° Pahr. 

Q. Does atmospheric pressure have any in- 
fluence on the boiling point? 

A. It does. 

Q. Would you run an engine with throttle 
wide open, or partly open? 

A. Wide open on governor engines, as it is 
more economical. 

Q. How many pounds of water required 
per horse power for the best engines? 

A. From 25 to 30 pounds. 

Q. At what temperature has iron the great- 
est tensile strength? 



YOUNG ENGINEERS GUIDE 217 

A. About 600 degrees. 

Q. How much water is consumed (in 
pounds) per hour per indicated horse power? 

A. From 25 to 60 pounds. 

Q. How much steam will be evaporated 
from one cubic inch of water under atmospheric 
pressure? 

A. About one cubic foot, approximately. 

Q. How much coal is consumed per hour 
per indicated horse power? 

A. From two to seven pounds. 

Q. How much does one cubic foot of fresh 
water weigh? 

A. 62% pounds. 

Q. How much does one cubic foot of iron 
weigh? 

A. 486%o pounds. 

Q. What does one square foot of half inch 
boiler iron weigh? 

A. Twenty pounds. 

Q. For steam purposes, how much wood is 
required to equal one ton of coal? 

A. About 4000 pounds of wood. 

Q. Of what does coal consist? 

A. Carbon, nitrogen, sulphur, hydrogen, 
oxygen and ash. 

Q. What are their relative proportions? 



218 YOUNG ENGINEER'S GUIDE. 

A. There are different proportions in differ- 
ent specimens of coal. The average per cent is 
carbon eighty , nitrogen one, sulphur two, hydro- 
gen five, oxygen seven, ash five. 

Q. Of what is air composed? 

A. It is composed of nitrogen and oxygen 
in the proportion of seventy-seven of nitrogen 
and 23 of oxygen. 

Q. Of what does water consist? 

A. Hydrogen and oxygen in the proportion 
of one of hydrogen to eight of oxygen by weight. 

Q, What are the different kinds of heat? 

A. Latent heat, sensible heat, and some- 
times total heat. 

Q. What is meant by latent heat? 

A. Heat that does not affect the thermom- 
eter and which expends itself in changing the 
nature of a body, such as turning ice into water 
or w^ater into steam, 

Q. Under what circumstances do bodies get 
latent heat? 

A. When tiiey are passing from a solid 
to a liquid state, or from a liquid to a gaseous 
state. 

Q. How can latent heat be recovered? 

A. By bringing the body back from a state 



YOUNG ENGINEER'S GUIDE. 219 

of gas to a liquid, or from a liquid to a solid. 

Q. If the power is in coal, why should we 
use steam? 

A. Because steam has some properties which 
make it an invaluable agent for applying the 
energy of the heat to the engine. 

Q. What is steam? 

A. It is an invisible elastic fluid generated 
from water by the application of heat. 

Q. What are its properties which make it 
so valuable to us? 

A. First. The ease with which we can con- 
dense it. 

Second. The small space which it occupies 
when condensed. 

Third. Its great expansive power. 

Q. What do you understand by the term 
"horse power"? 

A. A horse power is equivalent to raising 
33,000 pounds one foot per minute. 

Q. What do you understand by "lead" on 
an engine valve? 

A. Lead on a valve is the admission of 
steam into the cylinder before the piston com- 
pletes its stroke. 

Q. What are considered the greatest im- 



220 YOUNG ENGINEER'S GUIDE. 

provements on the stationary engine in the past 
forty years? 

A. The Corliss valve gear, the governor, 
the compound and triple expansion. 

Q. What is meant J>y triple expansion 
engine? 

A. A triple expansion engine has three 
cylinders using the same steam expansively in 
each one. 

Q. What is the clearance of an engine as 
the term is applied at the present time? 

A. Clearance is the space between the cylin- 
der head and the piston head with the ports in- 
cluded. 

Q. What is the principal which distinguish- 
es a non-condensing from a condensing engine? 

A. Where no condenser is used, and the ex- 
haust steam is open to the atmosphere, it is a 
non-condensing engine. 

Q. Why do you condense steam? 

A. To form a vacuum and thus remove the 
atmospheric and back pressure that would 
otherwise be on the piston, thereby getting more 
useful w T ork out of the steam. 

Q. What is meant by vacuum? 

A. A space void of all pressure. 



YOUNG ENGINEER'S GUIDE. 221 

Q. How can you maintain a vacuum? 

A. By the steam used being constantly con- 
densed by the cold water or cold tubes, and the 
air pump constantly clearing the condenser. 

Q. Why does condensing the used steam 
form a vacuum? 

A. Because a cubic foot of steam at atmos- 
pheric pressure shrinks into about one cubic 
inch of water. 

Q. What is a condenser as applied to an 
engine? 

A. The condenser is that part of an engine 
into which the exhaust steam enters and is con- 
densed. 

Q. About how much gain is there by using 
the condenser? 

A. Seventeen to twenty-five per cent, where 
cost of water is not figured. 

Q. What do you understand by the use of 
steam expansively? 

A. Where steam admitted at a certain 
pressure is cut off and allowed to expand to a 
lower pressure. 

Q. How many inches of vacuum gives the 
best result in a condensing engine? 

A. About 25 inches. 



222 YOUNG ENGINEER'S GUIDE. 

Q. What is meant by a horizontal com- 
pound tandem engine? 

A. One cylinder being back of the other 
with two pistons on the same rod. 

Q. What do you understand by lap? 

A. Outside lap is that portion of the valve 
which extends beyond the ports "when valve is 
placed on the center of its travel ; inside lap is 
that portion of valve which projects over the 
ports on inside or toward the middle of the valve. 

Q. Of what use is lap? 

A. It gives expansion to the steam in the 
cylinder. 

Q. What is the dead center of an engine? 

A. The point where the center of shaft, 
center of wrist-pin and center of piston rod are 
in the same straight line. 

Q. From what cause do belts have power 
to drive shafting? 

A. By friction and cohesion. 

Q. When would you oil an engine? 

A. Before starting it and as often while 
running as is necessary. 

Q. What is the tensile strength of American 
boiler iron? 

A. 40,000 to 60,000 pounds per square inch. 



YOUNG ENGINEER'S GUIDE. 223 

Q. What are the principal defects found in 
boiler iron? 

A. Imperfect welding, brittleness, low duc- 
tility. 

Q. What is the advantage of steel as a ma- 
terial for boiler plate? 

A . Tensile strength, ductility, homogeneity, 
malleability and freedom from laminations and 
blisters. 

Q. What are the disadvantages of steel as 
a material for boiler plate? 

A. It requires greater care in working than 
iron and is subject to flaws induced by the press- 
ure of gas bubbles in the ingots from which the 
plates are made. 

Q. How far apart should stay bolts be put 
in a boiler? 

A. They vary from 4 to 6 inches apart, de- 
pending on thickness of plates, size of stay bolts 
and amount of steam pressure to be carried. 



YOUNG ENGINEER'S GUIDE. 




YOUNG ENGINEER'S GUIDE. 225 

J. I. CASE PORTABLE SKID ENGINE. 

The engine frame is of the girder pattern, 
cast in one piece, atid contains the guides for 
cross head and pillow block bearing. It also 
forms front head of cylinder to which it is firmly 
bolted. The cylinder is supported and firmly 
attached to the large feed-water heater, and 
both cylinder and frame are entirely disconnected 
from the boiler. The heater forms a support for 
front end of boiler.. The engine is placed diag- 
onally with the boiler, allowing the crank shaft 
to pass over the fire box end. This permits the 
use of a very large band wheel. The outer end 
of shaft is supported by a pillow block attached 
to a large bracket bolted to the boiler. 

The locomotive style of boiler has a large 
steam dome in center and an ash-pan under fire 
box. It is supported upon the long wooden 
skids by brackets bolted to the sides of boiler, the 
heater being also bolted to the skids. 

The independent pump is connected to the 
heater, and bolted to skid. 

The engine has a Plain Slide Valve, which 
receives its motion from the rocker arm, oper- 
ated by the eccentric and rod. It has Governor, 
Steam Gauge, Pop Valve and all necessary fit- 
tings. These engines range in size from 20 to 30 
horse power, and are extensively used for driv- 
ing portable saw mills. 



226 YOUNG ENGINEER'S GUIDE. 

RULES AND TABLES. 

To find the steam pressure on slide valve, 
multiply the unbalanced area of valve in inches 
by pounds pressure of steam per square inch, 
add weight of valve in pounds, and multiply the 
sum by 0.15. 

Safety boiler pressure according to the 
United States Government rule is as follows: 
Multiply % of the lowest tensile strength found 
on any plate in the cylindrical shell by the thick- 
ness expressed in inches or part of an inch of the 
thinnest plate in the same cylindrical shell, and 
divide by the radius or half the diameter, also 
expressed in inches, and the sum will be the 
pressure allowable per square inch of surface for 
single riveting, to which add 20 per centum for 
double riveting. 

To find the water pressure on steam pipes 
leading from boiler to steam gauge, divide the 
difference in height between the highest point 
of pipe and the center of steam gauge by 2%o; 
the result will be the pressure exerted by the 
water in the pipe in pounds upon the gauge. 

Area of a Circle. — To find the area of a circle 
when the diameter is given, multiply the diam- 



YOUNG ENGINEER'S GUIDE. 227 

eter by itself, or in other words square the 
diameter and multiply the result by .7854. Ex. 
Diameter 5 inches, 5x5=25x.7854=29.635area. 

Circumference of a Circle. — To find the cir- 
cumference of a circle when the diameter is given, 
multiply the diameter by 3.1416. Ex. Diameter 
is 5 inches. 5x3.1416 = 15.708 inches circum- 
ference. 

Diameter of a Circle. — To find the diameter 
of a circle when the circumference is given, 
multiply the circumference by .31831. Ex. Cir- 
cumference 20 inches. 20 x. 31831 = 6. 362 di- 
ameter. 

To find the pressure of pounds per square 
inch of a column of water, multiply the height 
of the column in feet by .434. Approximately, 
we generally call every foot elevation equal to 
one-half pound pressure per inch, this allows for 
ordinary friction. 

To find the diameter of a pump cylinder to 
move a given quantity of water per minute (100 
feet of piston being the standard of speed) , divide 
the number of gallons by 4, then extract the 
square root and the product will be the diameter 
in inches. 



228 YOUNG ENGINEER'S GUIDE. 

To find the horse power necessary to elevate 
water to a given height, multiply the total 
weight of water in pounds by the height in feet 
and divide the product by 33000 (an allowance 
of 25% should be added for friction, etc.). 

The area of the steam piston multiplied by 
the steam pressure, gives the total amount of 
pressure that can be exerted. The area of the 
water piston multiplied by the pressure of water 
per square inch gives the resistance. A margin 
must be made between the power and the re- 
sistance to move the piston at the required 
speed — say 50%. 

To find the capacity of & cylinder in gallons, 
multiply the area in inches by the height of 
stroke in inches, which gives the total number 
of cubic inches; divide this amount by 231 
(which is the cubic contents of a gallon in 
inches), the product is the capacity in gallons. 

RULES FOR CALCULATING THE SPEED OF 
GEARS AND PULLEYS. 

In calculating for pulleys, multiply or divide 
by their diameter in inches. 

In calculating for gears, multiply or divide 
by the number of teeth required. 



YOUNG ENGINEER'S GUIDE. 229 

The driving wheel is called the "driver," and 
the driven wheel the "driven." 

Problem 1. — To find the diameter of the 
driver when the revolutions of the driver and 
driven and the diameter of the driven are given. 

Rule. — Multiply the diameter of driven by- 
its number of revolutions, and divide by the 
number of revolutions of the driver. 

Problem 2. — To find the diameter of the 
driven to make the same number of revolutions 
in the same time as the driver, when the diameter 
and revolutions of driver are given. 

Rule. — Multiply the diameter of the driver 
by its number of revolutions, and divide the pro- 
duct by the required number of revolutions. 

Problem 3. — To find the number of revolu- 
tions of the driven when the diameter or num- 
ber of teeth and number of revolutions of the 
driver and the diameter or number of teeth of 
the driven are given. 

Rule. — Multiply the diameter or number of 
teeth of the driver by its number of revolutions, 
and divide by the diameter or number of teeth 
of the driven. 

Problem 4. — To find the number of revolu- 
tions of the driver when the diameter of the 



230 YOUNG ENGINEER'S GUIDE. 

driven and the number or revolutions of driven 
are given. 

Rule. — Multiply the diameter of driven by 
its number of revolutions, and divide by the 
diameter of the driver. 

SHAFTS AND PULLEYS. 

To find the size of pulley needed to give the 
main shaft a certain number of re volutions, mul- 
tiply the diameter of fly wheel in inches by the 
number of revolutions of the engine, and divide 
by revolutions of main shaft. 

To find the revolutions of main shaft when 
diameter of its pulley is given, multiply the 
diameter of fly wheel in inches by its number of 
revolutions, and divide by the diameter of pulley 
in inches. 

To find diameter of fly wheel needed to drive 
a pulley at a given number of revolutions, mul- 
tiply the diameter of pulley in inches by its num- 
ber of revolutions, and divide by number of rev- 
olutions of the engine. 

To find revolutions of an engine with a 
given fly wheel to drive a pulley at a given num- 
ber of revolutions, multiply the diameter of 
pulley in inches by its number of revolutions, 



YOUNG ENGINEER'S GUIDE. 231 

and divide by the diameter of fly wheel in inches. 

Rule for finding the amount, of heating sur- 
face in a locomotive boiler : 

Find surface of flues by multiplying the 
diameter by 3.14 to get circumference, and mul- 
tiply this product by the length of the flue, then 
multiply this result by the number of flues in the 
boiler, and divide by 144 to get number of square 
feet of surface in the flues. 

Multiply length and width of fire box for 
number of square inches in crown sheet, then 
multiply the length and height of the fire box 
and the result by two, which gives the number 
of square inches in the sides; then multiply 
the width and height and multiply the re- 
sult by two, which gives the number of square 
inches in the ends, from which subtract number 
of square inches in space left for door and flues 
— then add all these results together and 
divide by 144 to get the number of square feet 
in the fire box. Add same to number of square 
feet of flues, and the total will be the number of 
square feet in the boiler. 

By dividing number of square feet by rated 
horse power of boiler "will give number of square 
feet of heating surface to each horse power. 



232 



YOUNG ENGINEER'S GUIDE. 



TABLES. 



ALLOYS. 



ALLOYS. 


H 

13 
15 
25 

"*5 
10 

7 
16 


u 

Pi 
o 

112 

100 

160 

2 

32 

16 

1 

64 

130 

6 


6 

a 

N 

k 

15 
5 
1 
1 


o 

a 

a 

H 


i 


S 

.3 


Brass, engine bearings 

Tough Brass, engine work . . . 
Tough, for heavy bearings. . 
Yellow Brass, for turning . . . 

Flanges to stand brazing 

Bell Metal 






















.... 


i 


— 


Babbitt's Metal 


i 

4 


1 






Brass Locomotive Bearings. 
Brass, for straps and glands . 
M untz's Sheathinff 
















TVTfttal to eimand in coolinc . 




2 
17 


9 


1 


Pewter 


100 








Snelter 


1 
90 


1 
5 






Statuary Bronze 


2 


'"i 

1 


2 
3 

7 

s* 

1 




Tvne Metal from 




Type Metal to 










SOLDERS. 
"Foi* TjPari 


1 
1 
2 








For Tin 










War Pfvwtftr 










T^nr TKm7\r\cr fha.rdest^ 


3 

1 
4 


1 

1 
3 






T?nr Tirayino* fhard^ 










TTnr Rra^ino" fsoft^ 


1 
2 








For Brazing (soft) or 


1 













YOUNG ENGINEER'S GUIDE. 233 

CIRCUMFERENCE AND AREAS OF CIRCLES. 



Circumfer- 
ence. 


' Area. 


.0981 


.00076 


.1963 


.00306 


.3926 


.01227 


.5890 


.02761 


.7854 


.04908 


.9817 


.07669 


1.178 


.1104 


1.374 


.1503 


1.570 


.1963 


1.767 


.2485 


1.963 


.3067 


2.159 


.3712 


2.356 


.4417 


2.552 


.5184 


2.748 


.6013 


2.945 


.6902 


3.141 


.7854 


3.534 


.9940 


3.927 


1.227 


4.319 


1.484 


4.712 


1.767 


5.105 


2.073 


5.497 


2.405 


5.890 


2.761 


6.283 


3.141 


6.675 


3.546 


7.068 


3.976 


7.461 


4.430 


7.854 


4.908 


8.246 


5.411 


8.639 


5.939 


9.032 


7.491 


9.424 


7.068 


10.21 


8.295 


10.99 


9.621 



Diameter. 






y± 






X 

u 



X 



y* 
M 



10 






li 



Circumfer- 
ence. 






11.78 
12.56 
13.35 
14.13 
14.92 
15.90 
17.49 
17.27 
18.06 
18.84 
19.63 
20.42 
21.20 

21.99 

22.77 
23.56 
24.34 

25.13 
25.91 
26.70 

27.48 

28.27 
29.05 
29.84 
30.63 

31.41 
32.20 
32.98 
33.77 

J4 ^5 
35.34 
36.12 
36.91 



Area. 



11.044 
12.566 
14.186 
14.904 
17.720 
19.635 
21.647 
23.758 
25.967 
28.274 
30.679 
33.183 
35.784 

38.484 
41.282 
44.17& 
47.173 

50.265 
53.456 
56.745 
60.132 

63.617 
67.200 
70.8b2 
74.662 

78.539 
82.516 
86.590 
90.762 

95.033 
j 99.402 
( 103.86 

108.43 



234 YOUNG ENGINEER'S GUIDE. 

Circumference and Areas of Circles— Continued. 



Diameter. 


Circumfer- 
ence. 


Area. 


Diameter. 


Circumfer- 
ence. 


Area. 


12 


37.69 


113.09 


21 


65.97 


346.36 


X 


38.48 


117.85 


X 


67.54 


363.05 


X 


39.27 


122.71 


22 


69.11 


380.13 


% 


40.05 


127.67 


X 


70.68 


397.60 


13 


40.84 


132.73 


23 


72.25 


415.47 


X 


41.62 


137.88 


X 


73.82 


433.73 


X 


42.41 


143.13 


24 


75.39 


452.39 


M 


43.19 


148.48 


x 


76.96 


471.43 


14 


43.98 


153.93 


25 


78.54 


490.87 


X 


44.76 


159.48 


X 


80.10 


510.70 


% 


45.55 


165.13 


26 


81.68 


530.93 


% 


46.33 


170.87 


X 


83.25 


551.54 


15 


47.12 


176.78 


27 


84.82 


572.55 


X 


47.90 


182.65 


X 


86.39 


593.95 


X 


48.69 


188.69 


28 


87.96 


615.75 


% 


49.48 


194.82 


x 


89.53 


637.94 


16 


50.26 


201.06 


29 


91.10 


660.52 


X 


51.05 


207.39 


X 


92.67 


683.49 


X 


51.83 


213.82 


30 


94.24 


706.86 


M 


52.62 


220.35 


X 


95.81 


730.61 


17 


53.40 


226.98 


31 


97.38 


754.76 


X 


54.19 


233.70 


X 


98.96 


779.31 


X 


54.97 


240.52 


32 


100.5 


804.24 


% 


55.76 


247.45 


X 


102.1 


829.57 


18 


56.54 


254.46 


33 


103.6 


855.30 


X 


57.33 


261.58 


% 


105.2 


881.41 


X 


58.11 


268.80 


34 


106.8 


907.92 


% 


' 58.90 


276.11 


X 


108.3 


934.82 


19 


59.69 


283.52 


35 


109.9 


962.11 


X 


60.47 


291.03 


X 


111.5 


989.80 


X 


61.26 


298.64 


36 


113.0 


1017.8 


% 


62.04 


306.35 


H 


114.6 


1046.3 


20 


62.83 


314.16 


37 


116.2 


1075.2 


X 


64.40 


330.06 


X 


117.8 


1104.4 



YOUNG ENGINEER'S GUIDE. 235 

Circumference and Areas of Circles — Continued. 



Diameter. 


Circumfer- 
ence. 


Area. 


Diameter. 


Circumfer- 
ence. 


Area. 


38 


119.3 


1134.1 


H 


155.5 


1924.4 


X 


120.9 


1164.1 


50 


157.0 


1963.5 


39 


122.5 


1194.5 


M 


158.6 


2002.9 


% 


124.0 


1225.4 


51 


160.2 


2042.8 


40 


125.6 ' 


1256.6 


H 


161.7 


2083.0 


X 


127.2 


1288.2 


52 


163.3 


2123.7 


41 


128.8 


1320.2 


K 


164.9 


2164.7 


% 


130.3 


1352.5 


53 


166.5 


2206.1 


42 


131.9 


1385.4 


H 


168.0 


2248.0 


X 


133.5 


1418.6 


54 


169.6 


2290.2 


43 


135.0 


1452.2 


% 


171.2 


2332.8 


X 


136.0 


1486.1 


55 


172.7 


2375.8 


44 


138.2 


1520.5 


Yz 


174.3 


2419.2 


X 


139.8 


1555.2 


56 


175.9 


2463.0 


45 


141.3 


1590.4 


X A 


177.5 


2507.1 


X 


142.9 


1625.9 


57 


179.0 


2551.7 


46 


144.5 


1661.9 


V% 


180.6 


2566.7 


X 


146.0 


1698.2 


58 


182.2 


2642.0 


47 


147.6 


1734.9 


y% 


183.7 


2687.8 


X 


149.2 


1772.0 


59 


185.3 


2733.9 


48 


150.7 


1809.5 


l A 


186.9 


2780.5 


X 


152.3 


1847.4 


60 


188.4 


2827.4 


49 


153.9 


1885.7 


% 


190.0 


2874.7 



EFFECTIVE PRESSURE OF STEAM ON PISTON. 

With different rates of expansion, boiler pressure be- 
ing assumed as 100 lbs. per square inch. 
Steam cut off at % of stroke = 90 lbs. effective pressure. 



% " 


ci 


= 80 


H " 


a 


= 69 


Y " 


u 


= 50 


Y " 


ii 


= 40 



236 YOUNG ENGINEER'S GUIDE. 

MEASURE OF LENGTH. 

12 inches* . ♦ 1 foot. 

3 feet 1 yard. 

2 yards 1 fathom. 

16^feet lrod. 

4 rods 1 chain. 

10 chains 1 furlong. 

8 furlongs 1 mile. 

3 miles 1 league. 

MEASURE OF VOLUME. 

A cubic foot has 1728 cubic inches. 

An ale gallon has 282 " 

A standard or wine gallon has 231 " " 

A dry gallon has 268.8 " 

A bushel has 2150.4 " 

A cord of wood has 128 " feet. 

A perch of stone has 24. 75" 

A ton of round timber has 40 " " 

A ton of hewn timber has 50 " " 

A box 19% xl9% ins., 19% ins. deep, contains 1 barrel. 
A " 12i5/ 16 xl2i5/ 16 « I2i5/i 6 " " " 1 bushel. 

A " 8% x 8% " 8% " " " 1 peck. 

A " 6^16 x 6yi6 " 6% 6 " " « H " 

A " 4yi 6 x 4yi 6 " 4Vi 6 " " " 1 quart. 

An acre contains 4840 sq. yds. 

209 feet long by 209 feet broad is 1 acre. 

LIQUID MEASURE. 

A barrel holds 31J^ gallons. 

A hogshead holds 63 

A tierce " 42 

A puncheon " 84 " 

A tun " 252 

BARREL MEASURE IN WEIGHT. 

A barrel of flour is 196 pounds. 

A barrel of pork is 200 

A barrel of rice is 600 

A firkin of butter is 56 

A tub of butter is 84 



YOUNG ENGINEER'S GUIDE. 237 

WEIGHT OF CAST IRON BALLS. 





Lbs. 






Lbs. 


2 inch diameter . . 


... 1.09 


5)^ inch diameter. . 


...22.68 


W2 " " .. 


.. 2.13 


6 


« 


...29.48 


3 " 


.. 3.68 


6K " 


u 


...37.44 


3M " " .. 


.. 5.84 


7 


u 


...46.76 


4 " " 


.. 8.73 


7% " 


(1 


...57.52 


4^ " " .. 


..12.42 


8 


{« 


..69.81 


5 " 


..17.04 









WEIGHTS AND MEASURES. 

AVOIRDUPOIS OR COMMERCIAL WEIGHT. 

16 drachms 1 ounce. 

16 ounces 1 pound. 

14 pounds 1 stone. 

28 pounds 1 quarter. 

4 quarters 1 cwt. 

2240 pounds 1 long ton. 

2000 pounds 1 ton. 

SQUARE MEASURE. 

144 square inches 1 square foot. 

9 " feet 1 " yard. 

303^ " yards 1 « rod. 

40 " rods 1 " rood. 

4 " roods 1 " acre. 

640 " acres 1 " mile. 

TABLE OF DISTANCE. 

A mile is. 5280 feet or 1760 yards. 

A knot is 6086 feet. 

A league is 3 miles. 

A fathom is 6 feet. 

A metre is 3 feet 3% inches. 

A hand is 4 inches. 

A palm is 3 " 

A span 9 " 

A hair is equal to *4 8 of an inch. 

A line is equal to y 12 of an inch. 



238 



YOUNG ENGINEER'S GUIDE. 



SHRINKAGE OF CASTINGS. 

Cast Iron, y% inch per lineal foot. 
Brass, %6 inch per lineal foot. 
Lead, % inch per lineal foot. 
Tin, yi2 inch per lineal foot. 
Zinc, %6 inch per lineal foot. 

WEIGHT OF ROUND AND SQUARE ROLLED IRON 
PER LINEAL FOOT. 



Inch. 



X 
% 
x 

I 

1M 
1% 
IX 

2 

V/z 
*X 
2M 
*X 
2% 

m 

3 

BX 

%X 

3% 
4 

m 



Round. 


Square. 


Inch. 


Round. 


.165 


.211 


W 


53.760 


.373 


.475 


m 


59.900 


.663 


.845 


5 


66.350 


1.043 


1.320 


5M 


73.172 


1.493 


1.901 


$A 


80.304 


2.032 


2.588 


$% 


87.776 


2.654 


3.380 


6 


95.552 


3.359 


4.278 


6M 


103.70 


4.147 


5.280 


&A 


112.16 


5.019 


6.390 


6% 


120.96 


5.972 


7.604 


7 


130.04 


7.010 


8.926 


7M 


139.54 


8.128 


10.352 


m 


149.32 


9.333 


11.883 


7M 


159.45 


10.616 


13.520 


8 


169.85 


11.988 


15.263 


m 


180.69 


13.440 


17.112 


&A 


191.80 


14.975 


19.066 


m 


203.26 


16.588 


21.120 


9 


215.04 


18.293 


23.292 


9M 


227.15 


20.076 


25.56 


$A 


239.60 


21.944 


27.939 


9M 


252.37 


23.888 


30.416 


10 


265.40 


28.040 


35.704 


iom 


278.92 


32.512 


41.408 


ioa 


292.68 


37.332 


47.534 


10% 


306.80 


42.464 


54.084 


n 


321.21 


47.952 


61.055 


12 


382.20 



Square. 



68.448 
76.264 
84.480 
93.168 
102.24 
111.75 
121.66 
132.04 
142.81 
154.01 
165.63 
177.67 
190.13 
203.02 
216.33 
230.06 
244.22 
258.8 
273.79 
289.22 
305.056 
321.33 
337.92 
355.30 
372.70 
390.80 
409.00 
486.70 



YOUNG ENGINEER'S GUIDE. 



239 



TABLE OF THE CAPACITY OF CISTERNS IN GALLONS 
For Each 10 Inches of Depth. 



Diam. 
in Feet. 


Gallons 


Diam. 
in Feet. 


Gallons. 


Diam. 
in Feet. 


Gallons. 


Diam. 
in Feet. 


Gallons. 


2 


19.5 


5 


122.4 


8 


313.33 


12 


705.0 


2% 


30.6 


5y 2 


148.10 


sy 2 


353.72 


13 


827.4 


3 


44.06 


6 


176.25 


9 


396.56 


14 


959.6 


3V 2 


59.97 


6y 2 


206.85 


9% 


461.4 


15 


1101.6 


4 


78.33 


7 


239.88 


10 


489.2 


20 


1958.4 


W 2 


99.14 


m 


275.4 


11 


592.4 


25 


3059.9 



The American Standard gallon contains 231 cubic 
inches, or 8% pounds of pure water. A cubic foot con- 
tains 62.3 pounds of water, or 7.48 gallons. Pressure per 
square inch is equal to the depth or head in feet multi- 
plied by .433. Each 27.72 inches of depth gives a pressure 
of one pound to the square inch. 

MELTING POINT OF METALS, ETO. 



Names. Fahr. 

Platina 4590° 

Antimony. 842 

Bismuth 487 

Tin 475 

Lead 620 

Zinc 700 

Cast Iron 2100 

Gold 2192 



Names. Fahr. 

Wrought Iron, , 2900° 

Steel 2500 

Copper 2000 

Glass 2377 

Beeswax 151 

Sulphur 239 

Tallow 92 

Silver 1832 



WEIGHT OF METALS PER CUBIC FOOT. 



Lbs. 

Brass 525 

Copper 550 

Gold 1210 

Iron, Cast 450 

Iron, Wrought 485 



Lbs. 

Lead, cast 710 

Silver 655 

Steel 490 

Tin, cast 456 

Zinc 450 



240 



YOUNG ENGINEER'S GUIDE. 



HORSE POWER LINE SHAFTING. 

Will transmit with Safety, Bearings say 8 to 10 ft. centres. 



Diam. of 


Horse 


Diam. of 


Horse 


Diam. of 


Horse 


Shaft in 


Power in 


Shaft in 


Power in 


Shaft in 


Power in 


Inches. 


one Rev. 


Inches. 


one Rev. 


Inches. 


one Rev. 


15 /l6 


.008 


2i% 6 


.216 


5i5/i6 


1.728 


l 3 /l6 


.0156 


3% 6 


-.272 


6716 


2.135 


l 7 /l6 


.027 


3716 


.343 


61%6 


2.744 


im Q 


.043 


3ii/i6 


.424 


7%6 


3.368 


l 15 /l6 


.064 


3i% 6 


.512 


7!%6 


4.096 


2% 6 


.091 


47i6 


.728 


■87i6 


4.912 


2% 6 


.125 


4 1 %e 


1.00 


8i% 6 


5.824 


2iyi6 


.166 


5%6 


1.328 


9% 6 


6.848 



For Jack Shafts, or main section of Line Shafts, allow only three- 
fourths of the horse power given above, and also provide extra bear- 
ings wherever heavy strains occur, as in main belts or gears. 

HALF-ROUND, OVAL AND HALF-OVAL IRON. 

Weight per Lineal Foot. 



Size 


Size 


Weight 


Size 


Weight 


Half Round. 


Oval. 


per foot. 


Half Oval. 


per foot. 


% 


%x% 6 


.186 


%X% 2 


.093 


7 /l6 


%ex% 2 


.253 


7 /l6X7 6 4 


.127 


V2 


y 2 xV4 


.331 


V 2 XY 8 


.166 


% 


%X 5 /i6 


.517 


%X% 2 


.259 


% 


%x% . 


.744 


%x% 6 


.372 


Vs 


%x%e 


1.013 


%XVS2 


.507 


1 


1 xi/ 2 


1.323 


1 Xl/4 


.662 


1% 


1%X% 6 


1.624 


iy 8 x% 2 


.812 


1% 


1%X% 


2.067 


iy 4 x% 6 


1.034 


m 


iy 2 x% 


2.976 


iy 2 x% 


1.488 


1% ' 


1%X% 


4.050 


1 3 /4X%6 


2.026 


2 


2 xl 


5.290 


2 xy 2 


2.645 



YOUNG ENGINEER'S GUIDE. 241 

WEIGHT OF FLAT ROLLED IRON, PER FOOT. 



/8 

1 



H 

% 
% 
7 A 
l 

i« 

m 

Yb 

k 

3Z 



7q 



.422 
.845 
.267 
.690 
.112 
.534 
.956 
.528 
.056 
.584 
.112 
.640 
.168 
.696 
.224 
.752 
.633 
.266 
.900 
.535 
. 168 
.802 
.435 
.069 
.703 
.337 
.970 
.739 
.479 
.218 
.957 
.696 
.435 
.178 
.914 



l^in. 



in, 



IK 

H 

% 



% 
1 

IK 

i% 

m 

VA 



1 

1% 



6. 

7. 
8. 
8. 
9. 

i. 

2. 
3. 
4. 

5. 

5. 

6. 

7. 

8. 

9. 
10. 
10. 
11. 
12. 

I. 

2 

3. 

4. 

5. 

6. 

7. 

8. 

9. 
10. 
11. 
12. 

m i3. 

1% 14. 



653 
393 
132 
871 
610 
845 
689 
534 
379 
224 
069 
914 
758 
604 
448 
294 
138 
983 
828 
673 
950 
900 
851 
802 
752 
703 
653 
604 
554 
505 
455 
406 
356 
307 
257 



\pK in, 
2^'in 



3 in 



•2 

2^8 

Vs 

K 

% 
H 

% 

% 
% 
l 

IK 
IK 

m 
w 2 

IX 

l/ 7/ 8 

2 
2K 

2H 



1 

IK 
m 

2 

2^ 



15.208 

16.158 

1.056 

2.112 

3.168 

4.224 

5.280 

6.336 

7.392 

8.448 

9.504 

10.560 

11.616 

12.672 

13.728 

14.784 

15.840 

16.896 

17.952 

19.008 

20.064 

2.323 

4.647 

6, 970 

9.294 

11.617 

13.940 

16.264 

18.587 

20.910 

23.234 

2.535 

5.069 

7.604 

10.138 



242 



YOUNG ENGINEER'S GUIDE. 



HORSE POWER BELTING. 

Will transmit with Safety. 





Horse Power per 100 




Horse Power per 100 


Width or 
Belt in 


feet Velocity of Belt. 


Width of 
Belt in 
Inches. 


feet Velocity of Belt. 


Inches. 


Single Belt. 


D 'ble Belt. 


Single Belt. 


D'ble Belt. 


1 


.09 


.18 


12 


1.09 


2.18 


2 


.18 


.36 


14 


1.27 


2.55 


3 


.27 


.55 


16 


1.45 


2.91 


4 


.36 


.73 


18 


1.64 


3.27 


5 


.45 


.91 


20 


1.82 


3.64 


6 


.55 


1.09 


22 


2.00 


4.00 


7 


.64 


1.27 


24 


2.18 


4.36 


8 


.73 


1.46 


28 


2.55 


5.09 


9 


.82 


1.64 


32 


2.91 . 


5.82 


10 


.91 


1.82 


36 


3.27 


6.55 


11 


1.00 


2.00 


40 


3.64 


7.27 



In the calculations for horse power in the above table, the belt is 
assumed to run about horizontally, the semi-circumference of smaller 
pulley has been considered as the ordinary arc contact of belt. Any 
reduction of this contact will make approximate proportional reduc- 
tion of horse power. 



